Document ID: FAA-2011-1253-0011
Agency: faa
Document Type: Proposed Rule
Title: Airworthiness Directives: Airbus Airplanes
Posted Date: 2012-12-20T05:00Z

[Federal Register Volume 77, Number 192 (Wednesday, October 3, 2012)]
[Proposed Rules]
[Pages 60325-60331]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-24393]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-1253; Directorate Identifier 2011-NM-079-AD]
RIN 2120-AA64

Airworthiness Directives; Airbus Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of 
comment period.

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SUMMARY: We are revising an earlier proposed airworthiness directive 
(AD) that would supersede an existing AD for certain Airbus Model A318, 
A319, A320, and A321 series airplanes. For certain airplanes, that NPRM 
proposed repetitive inspections for cracks of the forward lug of each 
main landing gear (MLG) support rib 5 fitting and repair if necessary; 
and removing Model 318 airplanes from the applicability. That NPRM was 
prompted by reports of cracks found in the forward lug of the MLG 
support rib 5 fitting. This action revises that NPRM by adding Model 
A318 airplanes and others to the applicability; and requiring 
repetitive detailed inspections for cracks of the MLG support 5 
fitting, and repair of any cracks. We are proposing this AD to prevent 
cracking in the forward lug of the MLG, which could result in failure 
of the lug and consequent collapse of the MLG during takeoff or 
landing. Since these actions impose an additional burden over that 
proposed in the NPRM, we are reopening the comment period to allow the 
public the chance to comment on these proposed changes.

DATES: We must receive comments on this proposed AD by November 19, 
2012.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: (202) 493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Airbus, Airworthiness Office--EAS, 1 Rond Point Maurice Bellonte, 31707 
Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 
51; email: account.airworth-eas@airbus.com; Internet http://www.airbus.com. You may review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, WA. For information on the availability of this 
material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Operations office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this proposed AD, the regulatory 
evaluation, any comments received, and other information. The street 
address for the Docket Operations office (telephone (800) 647-5527) is 
in the ADDRESSES section. Comments will be available in the AD docket 
shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Sanjay Ralhan, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone 425-227-1405; 
fax 425-227-1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2011-1253; 
Directorate Identifier 2011-NM-079-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD based on those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We

[[Page 60326]]

will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

Discussion

    We proposed to amend 14 CFR part 39 with an earlier NPRM for the 
specified products, which was published in the Federal Register on 
November 23, 2011 (76 FR 72350). That earlier NPRM proposed to 
supersede AD 2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 
2008), which superseded AD 2006-11-04, Amendment 39-14608 (71 FR 29578, 
May 23, 2006), to require actions intended to address the unsafe 
condition for the products listed above.
    Since that NPRM (76 FR 72350, November 23, 2011) was issued, new 
service information has been issued that specifies additional actions 
that are necessary to address the identified unsafe condition. We have 
also determined that repetitive detailed inspections for cracks of the 
MLG support rib 5 fitting, and repair of any cracks found, must be 
required for Model A318 airplanes and airplanes on which Airbus 
modification 32025 has been embodied in production. The European 
Aviation Safety Agency (EASA), which is the Technical Agent for the 
Member States of the European Community, has issued EASA Airworthiness 
Directive 2012-0032, dated February 24, 2012 (referred to after this as 
``the MCAI''), to correct an unsafe condition for the specified 
products. The MCAI states:
    Several cases of corrosion of the Main Landing Gear (MLG) 
support Rib 5 fitting lug bores have been reported on A320 family 
aeroplanes. In some instances, corrosion pits caused the cracking of 
the forward lug (sometimes through its complete thickness). If not 
detected, the cracking may lead to the complete failure of the 
fitting and thus could affect the structural integrity of the MLG 
installation.
    EASA AD 2007-0213 [which corresponds to FAA AD 2008-08-04, 
Amendment 39-15456 (73 FR 19975, April 14, 2008] was issued to 
address this condition and required a repetitive inspection program 
of the MLG support Rib 5 fitting forward lugs and, as terminating 
action, the embodiment of Airbus Service Bulletin (SB) A320-57-1118.
    After that [EASA] AD was issued, a case of Rib 5, ruptured at 
the 4 o'clock position, was discovered on an aeroplane on which the 
terminating action of EASA AD 2007-0213 had already been embodied in 
accordance with Airbus SB A320-57-1118.
    Investigation of that case revealed that corrosion damage and 
cracking that should have been removed by repair machining was below 
the level of detectability of the Non Destructive Test (NDT) 
technique that cleared the surfaces prior to bush installation.
    This condition, if not detected and corrected, could affect the 
structural integrity of the aeroplane.
    To correct this potential unsafe condition, EASA issued AD 2011-
0011, [which corresponds to FAA NPRM 2011-NM-179-AD (76 FR 72350, 
November 23, 2011)] superseding EASA AD 2007-0213, to:

--retain the requirements of EASA AD 2007-0213 for aeroplanes on 
which the MLG Rib Bushes have not been modified/repaired in 
accordance with the instructions of Airbus SB A320-57-1118, or 
Airbus SRM 57-26-13, or the identified Airbus Repair Instructions, 
as applicable, and
--require, for all aeroplanes on which Airbus SB A320-57-1118 has 
been embodied in service, or on which Airbus SRM 57-26-13 or the 
identified Airbus Repair Instructions have been applied, a 
repetitive inspection program [for cracks] of the MLG support Rib 5 
fitting forward lugs and, depending on findings, the accomplishment 
of the associated corrective actions, and
--reduce the Applicability by deleting A318 aeroplanes, as Airbus 
modification 32025 is embodied in production on both left-hand (LH) 
and right-hand (RH) wings for all A318 aeroplanes.

    After that AD was issued, three cases of corrosion of Rib 5 were 
discovered on aeroplanes on which Airbus modification 32025 had been 
embodied in production. Investigations revealed that the unsafe 
condition addressed by AD 2011-0011 could occur or develop on those 
aeroplanes as well.
    For the reasons described above, this [EASA] AD retains the 
requirements of EASA AD 2011-0011, which is superseded, extends the 
applicability to all aeroplanes, and requires for aeroplanes on 
which Airbus modification 32025 has been embodied in production, 
repetitive inspections of the MLG support Rib 5 fitting forward lugs 
and, depending on findings, the accomplishment of applicable 
corrective actions.

The unsafe condition is cracking in the forward lug of the MLG, which 
could result in failure of the lug and consequent collapse of the MLG 
during takeoff or landing. You may obtain further information by 
examining the MCAI in the AD docket.

Relevant Service Information

    Airbus has issued Mandatory Service Bulletin A320-57A1166, Revision 
01, dated October 19, 2011; and Service Bulletin A320-75-1168, dated 
November 7, 2011. The actions described in this service information are 
intended to correct the unsafe condition identified in the MCAI.

Comments

    We have considered the following comments received on the earlier 
NPRM (76 FR 72350, November 23, 2011).

Agreement With the Intent of the NPRM (76 FR 72350, November 23, 2011)

    United Airlines (United) stated that it generally agrees with the 
intent of the NPRM (76 FR 72350, November 23, 2011).

Agreement With Post-Modification Inspections

    US Airways stated it agrees with the post-modification inspections 
in the NPRM (76 FR 72350, November 23, 2011).

Support for the NPRM (76 FR 72350, November 23, 2011)

    Donjeta Dervisholli stated that the NPRM (76 FR 72350, November 23, 
2011) should ``be passed'' because it will make flights safer and it 
will also get things up to code. The commenter also stated that 
adopting the AD will help create jobs for the economy as well, and will 
help stabilize the economy and make money. The commenter concluded that 
this regulation needs ``to pass'' to make sure that cracking will not 
happen again and there will be no more damage.

Request To Delay Publication of Rule

    Airbus requested that we postpone issuing the final rule to ``be in 
line with the forthcoming EASA AD,'' or that we issue the final rule 
with caution notes. Airbus stated it is currently in the process with 
EASA of issuing a new AD to extend the inspection program to all Airbus 
Model A318, A319, A320, and A321 airplanes, and that Airbus 
modification 32025 will no longer be considered a terminating action in 
the forthcoming EASA AD.
    We agree with postponing the final rule and, instead, will release 
this supplemental NPRM because it has been recently determined that 
Airbus modification 32025 does not mitigate the unsafe condition. In 
addition, we have recently determined that there is no terminating 
action available for the repetitive inspection requirement of this 
supplemental NPRM.

Request To Delay Issuance of the Final Rule

    US Airways requested that we review Airbus Service Bulletin A320-
57-1168, dated November 7, 2011, with EASA so that a single AD can be 
written to cover both post-modification 32025 airplanes and the in-
service fleet and to avoid another supersedure AD. US Airways stated 
that the production modification of the fittings and the in-service 
modification according to Airbus Mandatory Service Bulletin A320-57-
1118, Revision 04, dated June 4, 2008, has been shown to be ineffective 
at

[[Page 60327]]

preventing corrosion. The commenter stated that Airbus has released 
Airbus Service Bulletin SB A320-57-1168, dated November 7, 2011, which 
recommends repetitive inspections at 500-flight-cycle intervals for new 
delivery and replacement of fittings after a 5-year threshold elapses.
    As stated previously, we are releasing this supplemental NPRM 
because it has been recently determined that Airbus modification 32025 
does not mitigate the unsafe condition. In addition, we have recently 
determined that there is no terminating action available for the 
repetitive inspection requirement of this supplemental NPRM.

Requests To Clarify Approved Alternative Methods of Compliance (AMOCs)

    United and US Airways requested clarification of the applicability 
of AMOCs previously approved for AD 2006-11-04, Amendment 39-14608 (71 
FR 29578, May 23, 2006); and AD 2008-08-04, Amendment 39-15456 (73 FR 
19975, April 14, 2008).
    We agree to clarify the validity of AMOC approvals granted for AD 
2006-11-04, Amendment 39-14608 (71 FR 29578, May 23, 2006); and AD 
2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 2008). We have 
revised the statement in paragraph (u)(1) of this supplemental NPRM to 
state that AMOCs approved previously in accordance with AD 2006-11-04 
and AD 2008-08-04 are approved as AMOCs for the corresponding 
provisions of this supplemental NPRM.

Request To Reference a Repair Drawing

    United requested that we revise the NPRM (76 FR 72350, November 23, 
2011) to include recently released Airbus Repair Drawing R572 481, 
Issue A, dated November 11, 2011, in paragraphs (j)(1) and (j)(2) of 
the NPRM. United also requested that if Airbus Mandatory Service 
Bulletin A320-57-1118, Revision 04, dated June 4, 2008, is revised 
before the release of the final rule, then that service bulletin should 
also include Airbus Repair Drawing R572 481, Issue A, dated November 
11, 2011, and the new service information should be referenced in the 
final rule.
    We disagree. Paragraph (j)(1) of the NPRM (76 FR 72350, November 
23, 2011) references ``Airbus Service Bulletin A320-57-1118,'' which 
includes all revisions of that service bulletin. Once an operator 
accomplishes any revision of Airbus Service Bulletin A320-57-1118, the 
affected airplane is subject to the actions specified in paragraphs 
(k), (m), and (n) of this supplemental NPRM. In addition, Airbus Repair 
Drawing R572 481, Issue A, dated November 11, 2011, is not an 
acceptable method of compliance for any action in this supplemental 
NPRM and, therefore, would not be included in the conditions specified 
in paragraphs (j)(1) and (j)(2) of this supplemental NPRM. We have not 
changed the supplemental NPRM in this regard.

Request To Include New Service Information

    United requested that we revise the NPRM (76 FR 72350, November 23, 
2011) to refer to Airbus Mandatory Service Bulletin A320-57A1166, 
Revision 01, dated October 19, 2011, for the actions specified in 
paragraph (o) of the NPRM.
    We agree. As discussed previously, Airbus Mandatory Service 
Bulletin A320-57A1166, Revision 01, dated October 19, 2011, was issued 
while the comment period was open for the NPRM (76 FR 72350, November 
23, 2011). That service bulletin includes minor edits and does not add 
an additional economic burden. We have revised paragraph (n) of this 
supplemental NPRM (paragraph (o) of the NPRM) to reference Airbus 
Mandatory Service Bulletin A320-57A1166, Revision 01, dated October 19, 
2011; and added paragraph (t) to this supplemental NPRM to give credit 
for corresponding actions done before the effective date of the AD 
using Airbus Service Bulletin A320-57A1166, dated January 12, 2011. We 
have also updated the subsequent paragraph identifiers accordingly.

Request To Reference Specifications Without Revision Dates

    US Airways requested that we revise the NPRM (76 FR 72350, November 
23, 2011) to specify the structural repair manual chapter and 
paragraph, or by drawing number, without revision dates. US Airways 
stated that specification of corrective actions by document dates, as 
specified in paragraph (i) of the NPRM, unnecessarily restricts the use 
of latest and best repair practices. The referenced repair documents 
are now roughly between seven and eleven years old. US Airways pointed 
out that Airbus has made efforts to improve these repairs in that time 
frame, and by restricting operators to the use of historic documents, 
the FAA is making it difficult to incorporate improved repair methods.
    We partially agree. We agree with US Airways that the most current 
approved service information should be referenced in the AD. We must 
reference the revision dates in an AD when referring to the service 
document, because not doing so violates the Office of the Federal 
Register (OFR) policies for approval of materials ``incorporated by 
reference'' in rules. In general terms, we are required by these OFR 
policies to either publish the service document contents as part of the 
actual AD language; or submit the service document to the OFR for 
approval as ``referenced'' material, in which case we may only refer to 
such material in the text of an AD. The AD may refer to the service 
document only if the OFR approved it for ``incorporation by 
reference.'' To allow operators to use later revisions of the 
referenced document (issued after publication of the AD), either we 
must revise the AD to reference specific later revisions, or operators 
may request approval to use later revisions as an AMOC with the AD 
under the provisions of paragraph (u) of this supplemental NPRM. As 
stated previously, we have revised the supplemental NPRM to accept 
previously approved AMOCs for the corresponding provisions of this 
supplemental NPRM. We have not changed the AD regarding incorporating 
service information without revision dates.

Request To Reformat Table 1 of the NPRM (76 FR 72350, November 23, 
2011)

    US Airways requested that we correct the formatting of table 1 to 
paragraph (k) of the NPRM (76 FR 72350, November 23, 2011). The 
commenter stated that the details in the first two rows of that table 
are data for Airbus Model A319 and A320 airplanes, while the third and 
fourth rows provide information for Model A321 airplanes.
    We find that clarification is necessary. The commenter correctly 
specified the information in table 1 to paragraph (k) of the NPRM (76 
FR 72350, November 23, 2011), but identified no errors that require 
correction. The information in table 1 to paragraph (k) of this 
supplemental NPRM is correct. However, we have added a reference to 
Model A318 airplanes to the first row of the table.

FAA's Determination and Requirements of This Proposed AD

    This product has been approved by the aviation authority of another 
country, and is approved for operation in the United States. Pursuant 
to our bilateral agreement with the State of Design Authority, we have 
been notified of the unsafe condition described in the MCAI and service 
information referenced above. We are proposing this AD because we 
evaluated all pertinent

[[Page 60328]]

information and determined an unsafe condition exists and is likely to 
exist or develop on other products of the same type design.
    Certain changes described above expand the scope of the earlier 
NPRM (76 FR 72350, November 23, 2011). As a result, we have determined 
that it is necessary to reopen the comment period to provide additional 
opportunity for the public to comment on this proposed AD.

Additional Changes to the Supplemental NPRM

    We have removed certain service information as a method of 
compliance from paragraphs (g), (h), (i), and (j) of the NPRM (76 FR 
72350, November 23, 2011), in this supplemental NPRM. We have also 
added certain credit for actions done before the effective date of this 
AD in paragraph (t) of this supplemental NPRM, using that removed 
service information.

Costs of Compliance

    Based on the service information, we estimate that this proposed AD 
would affect about 740 products of U.S. registry.
    The actions that are required by AD 2008-08-04, Amendment 39-15456 
(73 FR 19975, April 14, 2008), and retained in this proposed AD take 
about 73 work-hours per product, at an average labor rate of $85 per 
work hour. Required parts would cost about $3,860 per product. Where 
the service information lists required parts costs that are covered 
under warranty, we have assumed that there will be no charge for these 
parts. As we do not control warranty coverage for affected parties, 
some parties may incur costs higher than estimated here. Based on these 
figures, the estimated cost of the currently required actions is 
$10,065 per product.
    We estimate that it would take about 3 work-hours per product to 
comply with the new basic requirements of this proposed AD. The average 
labor rate is $85 per work-hour. Based on these figures, we estimate 
the cost of the new actions in this proposed AD on U.S. operators to be 
up to $188,700, or $255 per product.
    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition actions specified in this proposed 
AD.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation 
Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify this proposed 
regulation:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979);
    3. Will not affect intrastate aviation in Alaska; and
    4. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this proposed AD and placed it in the AD docket.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by removing Airworthiness Directive 
(AD) 2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 2008), and 
adding the following new AD:

Airbus: Docket No. FAA-2011-1253; Directorate Identifier 2011-NM-
079-AD.

(a) Comments Due Date

    We must receive comments by November 19, 2012.

(b) Affected ADs

    This AD supersedes AD 2008-08-04, Amendment 39-15456 (73 FR 
19975, April 14, 2008), which superseded AD 2006-11-04, Amendment 
39-14608 (71 FR 29578, May 23, 2006).

(c) Applicability

    This AD applies to Airbus Model A318-111, -112, -121, and -122; 
A319-111, A319-112, A319-113, A319-114, A319-115, A319-131, A319-
132, and A319-133; A320-111, A320-211, A320-212, A320-214, A320-231, 
A320-232, and A320-233; and A321-111, A321-112, A321-131, A321-211, 
A321-212, A321-213, A321-231, and A321-232 airplanes; certificated 
in any category; all manufacturer serial numbers.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Reason

    This AD was prompted by reports of cracks found in the forward 
lug of the main landing gear (MLG) support rib 5 fitting. We are 
issuing this AD to prevent cracking in the forward lug of the MLG, 
which could result in failure of the lug and consequent collapse of 
the MLG during takeoff or landing.

(f) Compliance

    You are responsible for having the actions required by this AD 
performed within the compliance times specified, unless the actions 
have already been done.

(g) Retained Repetitive Detailed Inspections With Changes

    This paragraph restates the requirements of paragraph (f) of AD 
2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 2008), with 
changes. Except for airplanes on which Airbus modification 32025 has 
been accomplished in production, within 8 days after June 7, 2006 
(the effective date of AD 2006-11-04, Amendment 39-14608 (71 FR 
29578, May 23, 2006)), or before further flight after a hard 
landing, whichever is first: Perform a detailed inspection for 
cracking in the forward lug of the support rib 5 fitting of the 
left- and right-hand MLG, and, if any crack is found, replace the 
MLG fitting with a new fitting before further flight, in accordance 
with a method approved by the Manager, International Branch, ANM-
116, Transport Airplane Directorate, FAA, or the European Aviation 
Safety Agency (EASA) (or its delegated agent). Repeat the inspection 
thereafter at intervals not to exceed 8 days, or before further 
flight after a hard landing, whichever is first. As of May 19, 2008 
(the effective date of AD 2008-08-04), the repetitive inspections 
required by paragraph (k) of this AD must be accomplished in lieu

[[Page 60329]]

of the repetitive inspections required by this paragraph.

 (h) Retained Optional Inspection Method With Changes

    This paragraph restates the requirements of paragraph (g) of AD 
2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 2008), with 
revised service information. Performing an ultrasonic inspection for 
cracking in the forward lug of the support rib 5 fitting of the 
left- and right-hand MLG, in accordance with an applicable method 
specified in paragraph (h)(1) or (h)(2) of this AD is an acceptable 
alternative method of compliance for the initial and repetitive 
inspections required by paragraph (g) of this AD.
    (1) In accordance with a method approved by the Manager, 
International Branch, ANM-116, or the EASA (or its delegated agent).
    (2) In accordance with Task 57-29-03-270-801-A-01, Gear Rib 
Forward Lug Attachment for the Main Landing Gear Before Modification 
32025J2211, of Chapter 57, Wings, of the Airbus A318/A319/A320/A321 
Nondestructive Testing Manual, Revision 89, dated August 1, 2011.

(i) Retained Optional Terminating Action With Changes

    This paragraph restates the requirements of paragraph (h) of AD 
2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 2008). Repair 
of the forward lugs of the support rib 5 fitting of the left- and 
right-hand MLG done before the effective date of this AD, in 
accordance with a method approved by the Manager, International 
Branch, ANM-116, or the EASA (or its delegated agent); constitutes 
terminating action for the requirements of paragraphs (g), (h), (k), 
(l), and (m) of this AD.

 (j) Retained Referenced Conditions With Revised Affected Airplanes

    To identify affected airplanes in paragraphs (k), (m), and (o) 
of this AD, this AD refers to the following conditions:
    (1) Airplanes on which the modification of the MLG rib bushes 
specified in Airbus Service Bulletin A320-57-1118 has been done.
    (2) Airplanes on which a repair of the MLG support rib 5 fitting 
has been done in accordance with paragraph 5.C. of Subsection 57-26-
13, Attachments--Main Landing Gear, of the Airbus A319 Structural 
Repair Manual (SRM), Revision November 1, 2004; paragraph 5.D. of 
Subsection 57-26-13, Attachments--Main Landing Gear, of the Airbus 
A320 SRM, Revision November 1, 2004; or paragraph 5.D. of Subsection 
57-26-13, Attachments--Main Landing Gear, of the Airbus A321 SRM, 
Revision February 1, 2005; as applicable.
    (3) Airplanes on which replacement in service of the MLG support 
rib 5 specified in Airbus Repair Instruction R572-58507 and Airbus 
Repair Drawing R57258209, or Airbus Repair Instruction R572-45020 
and Airbus Repair Drawing R57245019, as applicable, has been done.

(k) Retained Repetitive Inspections

    This paragraph restates the requirements of paragraph (i) of AD 
2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 2008). For 
airplanes on which none of the actions specified in paragraphs 
(j)(1), (j)(2), and (j)(3) of this AD have been done, except for 
airplanes on which Airbus modification 32025 has been accomplished: 
At the applicable time specified in table 1 to paragraph (k) of this 
AD, or before further flight after a hard landing, whichever is 
first, do a visual inspection or ultrasonic inspection for cracking 
in the forward lug of the support rib 5 fitting of the left and 
right MLG, in accordance with the Accomplishment Instructions of 
Airbus Service Bulletin A320-57-1138, Revision 01, dated October 27, 
2006. Repeat the inspection thereafter at the applicable interval 
specified in table 1 to paragraph (k) of this AD or before further 
flight after a hard landing, whichever is first, until the 
modification required by paragraph (m) of this AD has been 
accomplished. Accomplishing the initial inspection terminates the 
requirements of paragraph (g) of this AD.

                              Table 1 to Paragraph (k) of This AD--Compliance Times
----------------------------------------------------------------------------------------------------------------
               Airplanes                           Initial inspection                   Repetitive interval
----------------------------------------------------------------------------------------------------------------
(1) Model A318, A319, and A320          (i) If the most recent inspection is a    Within 150 flight cycles after
 airplanes.                              detailed inspection done in accordance    a visual inspection.
                                         with paragraph (g) of this AD, inspect
                                         within 150 flight cycles after the most
                                         recent detailed inspection.
                                        (ii) If the most recent inspection is an  Within 940 flight cycles after
                                         ultrasonic inspection done in             an ultrasonic inspection.
                                         accordance with paragraph (h) of this
                                         AD, inspect within 940 flight cycles
                                         after the most recent ultrasonic
                                         inspection.
(2) Model A321 airplanes..............  (i) If the most recent inspection is a    Within 100 flight cycles after
                                         detailed inspection done in accordance    a visual inspection.
                                         with paragraph (g) of this AD, inspect
                                         within 100 flight cycles after the most
                                         recent detailed inspection.
                                        (ii) If the most recent inspection is an  Within 630 flight cycles after
                                         ultrasonic inspection done in             an ultrasonic inspection.
                                         accordance with paragraph (h) of this
                                         AD, inspect within 630 flight cycles
                                         after the most recent ultrasonic
                                         inspection.
----------------------------------------------------------------------------------------------------------------

(l) Retained Corrective Action

    This paragraph restates the requirements of paragraph (j) of AD 
2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 2008). If any 
cracking is found during any inspection required by paragraph (k) of 
this AD: Before further flight, repair or replace the cracked MLG 
fitting, in accordance with a method approved by the Manager, 
International Branch, ANM-116, or the EASA (or its delegated agent).

(m) Retained Rib Bushing Modification

    This paragraph restates the requirements of paragraph (k) of AD 
2008-08-04, Amendment 39-15456 (73 FR 19975, April 14, 2008), with 
revised service information. Except for airplanes on which the 
actions specified in paragraph (j)(1) or (j)(3) of this AD have been 
done, and except for airplanes on which Airbus modification 32025 
has been accomplished: Within 60 months after May 19, 2008 (the 
effective date of AD 2008-08-04), modify the rib bushings of the 
left and right MLG, by accomplishing all of the applicable actions 
specified in the Accomplishment Instructions of Airbus Service 
Bulletin A320-57-1118, Revision 03, dated April 23, 2007; or Airbus 
Mandatory Service Bulletin A320-57-1118, Revision 04, dated June 4, 
2008. Accomplishing this modification terminates the requirements of 
paragraphs (g) and (k) of this AD, and then the requirements of 
paragraph (n) of this AD must be done.

(n) New Post-Modification/Post-Repair Inspections

    For airplanes on which the actions specified in paragraph 
(j)(1), (j)(2), or (m) of this AD have been done: At the later of 
the times specified in paragraphs (n)(1) and (n)(2) of this AD, do a 
detailed inspection for cracks of the forward lug of each left-hand 
and right-hand MLG support rib 5 fitting, in accordance with the 
Accomplishment Instructions of Airbus Mandatory Service Bulletin 
A320-57A1166, Revision 01, dated October 19, 2011. Repeat the 
inspection thereafter at intervals not to exceed 500 flight cycles.
    (1) Within 2,000 flight cycles after accomplishing the 
modification specified in paragraph (j)(1) or (m) of this AD, or the 
repair specified in paragraph (j)(2) of this AD, as applicable.
    (2) Within 250 flight cycles after the effective date of this 
AD, without exceeding 3 months after the effective date of this AD.

(o) New Repair of Cracking Found During Post-Modification/Post-Repair

    If any crack is detected during any inspection required by 
paragraph (n) of this AD: Before further flight, repair using a 
method approved by either the Manager,

[[Page 60330]]

International Branch, ANM-116, Transport Airplane Directorate, FAA, 
or the EASA (or its delegated agent).

(p) New Optional Terminating Action

    Replacement of a MLG support rib 5 fitting at any position 
(left-hand or right-hand), as specified in paragraph (j)(3) of this 
AD, terminates the requirements of paragraphs (k) and (n) of this AD 
for the MLG support rib 5 fitting at that position.

(q) New Repetitive Detailed Inspection for Certain Airplanes

    For airplanes on which the actions specified in paragraph (j)(3) 
of this AD have been done: Within 60 months after the replacement or 
within 500 flight cycles after the effective date of this AD, 
whichever occurs later, do a detailed inspection of the forward lug 
of each left-hand and right-hand MLG support Rib 5 fitting that has 
been replaced, in accordance with the Accomplishment Instructions of 
Airbus Mandatory Service Bulletin A320-57A1166, Revision 01, dated 
October 19, 2011. Repeat the inspection thereafter at intervals not 
to exceed 500 flight cycles.

(r) New Repetitive Inspections for Airplanes with Airbus Modification 
32025

    For airplanes on which Airbus modification 32025 has been 
accomplished: At the applicable time specified in paragraph (r)(1,) 
(r)(2), (r)(3), or (r)(4) of this AD, do a detailed inspection for 
cracks of the forward lug of each left-hand and right-hand MLG 
support rib 5 fitting, in accordance with the Accomplishment 
Instructions of Airbus Service Bulletin A320-57-1168, dated November 
7, 2011. Repeat the inspection thereafter at intervals not to exceed 
500 flight cycles.
    (1) For airplanes on which the MLG support rib 5 has not been 
modified nor repaired since the first flight of the airplane as of 
the effective date of this AD: Within 60 months after the first 
flight of the airplane or within 500 flight cycles after the 
effective date of this AD, whichever occurs later.
    (2) For airplanes on which the MLG support rib 5 has been 
replaced as specified in paragraph (j)(3) of this AD as of the 
effective date of this AD: Within 60 months after the replacement of 
the MLG support rib 5 or within 500 flight cycles after the 
effective date of this AD, whichever occurs later.
    (3) For airplanes on which the MLG support rib 5 has been 
repaired according to the SRM or a repair approval sheet as of the 
effective date of this AD: At the later of the times specified in 
paragraph (r)(3)(i) or (r)(3)(ii) of this AD.
    (i) Within 2,000 flight cycles after the repair.
    (ii) Within 250 flight cycles or 3 months after the effective 
date of this AD, whichever occurs first.
    (4) For airplanes having a manufacturer serial number listed in 
table 2 to paragraph (r)(4) of this AD, and on which the MLG support 
rib 5 has been inspected before the effective date of this AD 
according to specific Airbus repair instructions or technical 
disposition: At the later of the times specified in paragraph 
(r)(4)(i) or (r)(4)(ii) of this AD.

Table 2 to Paragraph (r)(4) of This AD--Manufacturer Serial Number (S/N)
------------------------------------------------------------------------
 
------------------------------------------------------------------------
                                  S/N--
------------------------------------------------------------------------
             1965                     2056                    2155
             2274                     2278                    2288
             2321                     2478                    2586
             2588                     2612                    2672
             2688                     2707                    2929
             2942                     3089                    3117
             3361                     3427                    3486
             3489                     3806                    3891
             3937                     4243                    4345
------------------------------------------------------------------------

     (i) Within 2,000 flight cycles after the last inspection done 
using specific Airbus repair instructions or a technical 
disposition, or within 60 months since first flight of the airplane, 
whichever occurs later.
    (ii) Within 250 flight cycles or 3 months after the effective 
date of this AD, whichever occurs first.

(s) New Repair of Cracking

    If any crack is detected during any inspection required by 
paragraph (q) or (r) of this AD: Before further flight, repair using 
a method approved by either the Manager, International Branch, ANM-
116, Transport Airplane Directorate, FAA, or the EASA (or its 
delegated agent).

 (t) Credit for Previous Actions

    (1) This paragraph provides credit for the actions required by 
paragraph (g) of this AD, if those actions were performed before the 
effective date of this AD using Airbus A318/A319/A320/A321 
Nondestructive Testing Manual, Chapter 51-90-00, Revision dated 
February 1, 2003.
    (2) This paragraph provides credit for the actions required by 
paragraph (h) of this AD, if those actions were performed before the 
effective date of this AD using Airbus A318/A319/A320/A321 
Nondestructive Testing Manual, Chapter 57-29-03, Revision dated 
February 1, 2005 (for Model A318, A319, and A320 airplanes); or 
Chapter 57-29-04, Revision dated May 1, 2005 (for Model A321 
airplanes).
    (3) This paragraph provides credit for the actions specified in 
paragraph (i) of this AD, if those actions were performed before the 
effective date of this AD using paragraph 5.C. of Subsection 57-26-
13, Attachments--Main Landing Gear, of the Airbus A319 Structural 
Repair Manual (SRM), Revision November 1, 2004; paragraph 5.D. of 
Subsection 57-26-13, Attachments--Main Landing Gear, of the Airbus 
A320 SRM, Revision November 1, 2004; or paragraph 5.D. of Subsection 
57-26-13, Attachments--Main Landing Gear, of the Airbus A321 SRM, 
Revision February 1, 2005; as applicable.
    (4) This paragraph provides credit for the inspections required 
by paragraphs (n) and (r) of this AD, if the inspections were 
performed before the effective date of this AD using Airbus Service 
Bulletin A320-57A1166, dated January 12, 2011.
    (5) This paragraph provides credit for the modification required 
by paragraph (m) of this AD, if the modification was performed 
before May 19, 2008 (the effective date of AD 2008-08-04, Amendment 
39-15456 (73 FR 19975, April 14, 2008), using service information 
identified in paragraph (t)(5)(i), (t)(5)(ii), or (t)(5)(iii) of 
this AD.
    (i) Airbus Service Bulletin A320-57-1118, dated September 5, 
2002.
    (ii) Airbus Service Bulletin A320-57-1118, Revision 01, dated 
August 28, 2003.
    (iii) Airbus Service Bulletin A320-57-1118, Revision 02, dated 
August 2, 2006.

(u) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, FAA, has the authority to approve 
AMOCs for this AD, if requested using the procedures found in 14 CFR 
39.19. In accordance with 14 CFR 39.19, send your request to your 
principal inspector or local Flight Standards District Office, as 
appropriate. If sending information directly to the International 
Branch, send it to ATTN: Sanjay Ralhan, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone 425-227-1405; 
fax 425-227-1149. Information may be emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any approved AMOC, notify your 
appropriate principal inspector, or lacking a principal inspector, 
the manager of the local flight standards district office/
certificate holding district office. The AMOC approval letter must 
specifically reference this AD. AMOCs approved previously in 
accordance with AD 2006-11-04, Amendment 39-14608 (71 FR 29578, May 
23, 2006); and AD 2008-08-04, Amendment 39-15456 (73 FR 19975, April 
14, 2008); are approved as AMOCs for the corresponding provisions of 
this AD.
    (2) Airworthy Product: For any requirement in this AD to obtain 
corrective actions from a manufacturer or other source, use these 
actions if they are FAA-approved. Corrective actions are considered 
FAA-approved if they are approved by the State of Design Authority 
(or their delegated agent). You are required to ensure the product 
is airworthy before it is returned to service.

(v) Related Information

    Refer to MCAI EASA Airworthiness Directive 2012-0032, dated 
February 24, 2012, and the following service information, for 
related information.
    (1) Airbus Mandatory Service Bulletin A320-57-1118, Revision 04, 
dated June 4, 2008.
    (2) Airbus Mandatory Service Bulletin A320-57A1166, Revision 01, 
dated October 19, 2011.
    (3) Airbus Service Bulletin A320-57-1168, dated November 7, 
2011.
    (4) Airbus Service Bulletin A320-57-1118, Revision 03, dated 
April 23, 2007.
    (5) Airbus Service Bulletin A320-57-1138, Revision 01, dated 
October 27, 2006.
    (6) Task 57-29-03-270-801-A-01, Gear Rib Forward Lug Attachment 
for the Main Landing Gear Before Modification 32025J2211, of Chapter 
57, Wings, of the Airbus A318/A319/A320/A321 Nondestructive Testing 
Manual, Revision 89, dated August 1, 2011.

[[Page 60331]]

    Issued in Renton, Washington, on September 26, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-24393 Filed 10-2-12; 8:45 am]
BILLING CODE 4910-13-P