Airworthiness Directives; Airbus Model A319, A320, and A321 Series Airplanes

[Federal Register Volume 65, Number 106 (Thursday, June 1, 2000)]
[Rules and Regulations]
[Pages 34938-34940]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-13446]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-343-AD; Amendment 39-11757; AD 2000-11-09]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A319, A320, and A321 
Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to certain Airbus Model A319, A320, and A321 series 
airplanes, that requires repetitive inspections of the sliding tube 
subassembly on the main landing gear (MLG) to detect cracks, and 
replacement of a cracked subassembly with a new subassembly. This 
amendment also eventually requires a more extensive, one-time 
inspection of the same area and corrective actions, if necessary; which 
terminates the repetitive inspections. This amendment is prompted by 
issuance of mandatory continuing airworthiness information by a foreign 
civil airworthiness authority. The actions specified by this AD are 
intended to prevent cracking of the MLG sliding tube subassembly, which 
could result in collapse of the MLG.

DATES: Effective July 6, 2000.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of July 6, 2000.

ADDRESSES: The service information referenced in this AD may be 
obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 
Blagnac Cedex, France. This information may be examined at the Federal 
Aviation Administration (FAA), Transport Airplane Directorate, Rules 
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: Norman B. Martenson, Manager, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2110; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) to include an airworthiness 
directive (AD) that is applicable to certain Airbus Model A319, A320, 
and A321 series airplanes was published in the Federal Register on 
February 15, 2000 (65 FR 7465). That action proposed to require 
repetitive inspections of the sliding tube subassembly on the main 
landing gear (MLG) to detect cracks, and replacement of a cracked 
subassembly with a new subassembly. That action also proposed to 
eventually require a more extensive, one-time inspection of the same 
area and corrective actions, if necessary; which would terminate the 
repetitive inspections.

Comments Received

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due

[[Page 34939]]

consideration has been given to the comments received.

Previous Inspections of MLG Sliding Tubes

    Two commenters request that the applicability of the proposed AD be 
revised to exclude airplanes on which certain conditions regarding the 
MLG sliding tubes are met. Specifically, the commenters request that 
airplanes be excluded if it can be determined that (1) the MLG sliding 
tubes have never been removed; (2) a magnetic particle non-destructive 
test (NDT2) inspection has never been accomplished on the installed MLG 
sliding tubes; or, (3) an NDT2 inspection has been accomplished on the 
installed MLG sliding tubes only after removal of attaching hardware 
and bushings. One commenter states that, contrary to the assertion in 
the proposed AD that these conditions cannot be easily determined, each 
operator is required to track such information for its airplanes. The 
commenter notes that, since an MLG sliding tube is a safe life-limited 
item, operators are required to maintain complete records of 
maintenance and overhaul. And, since the NDT2 inspection can be 
performed only in a shop environment, there should be no concern that 
such an inspection could have occurred ``on-wing,'' without generation 
of proper maintenance records.
    The FAA acknowledges that operators are required to maintain status 
records for each safe life-limited part with regard to the life limits 
of that part, i.e., hours or cycles of operation. However, not all 
operators maintain complete maintenance records for the life of the 
part, and such records would be necessary in order to make a definitive 
determination of the conditions defined above. The FAA has no objection 
to revising the applicability of the AD to exclude those airplanes on 
which one of these conditions can be definitively shown. The FAA has 
revised the applicability accordingly, and has added a ``NOTE'' to the 
final rule to specify that complete maintenance records are considered 
necessary in order to determine whether one of the above conditions has 
been met.

Exemption from Requirements of AD

    One commenter, an operator, states that its airplanes have never 
been subjected to an NDT2 inspection (as referenced in Airbus Service 
Bulletin A320-32-1189, dated December 23, 1998), and hence are exempt 
from the repetitive inspections required by the proposed AD.
    The FAA considers that reiteration of the requirements of the 
specified applicability of the proposed AD is necessary. The commenter 
is referring to a determination that an NDT2 inspection has never been 
accomplished [as described in condition (2) above] on its airplanes. 
All operators should be aware that the applicability of this AD (or any 
other AD) takes precedence over the effectivity listed in the 
referenced service bulletin. The exemption declared by the commenter, 
based on the information in the service bulletin, was NOT included in 
the applicability of the proposed AD, for reasons described in the 
``Differences'' section of the preamble of the proposed AD. Therefore, 
the commenter was indeed subject to the requirements of the AD with the 
applicability as proposed. However, since the applicability of the 
final rule has been revised, as discussed above, the commenter may now 
reevaluate its determination of affected airplanes based on the 
applicability specified in the final rule.

Revision to Applicability of AD

    One commenter states that the applicability of the proposed AD is 
confusing, and suggests that it be revised to include airplanes ``only 
if the initial issue of Messier-Dowty SB 200-32-250 has been 
accomplished.'' (The original Messier-Dowty service bulletin called for 
an NDT2 inspection without specifying removal of the jacking dome 
bushings. If the jacking dome bushings were not removed, high 
temperature damage could have occurred to the MLG bore and bushings.) 
The commenter states that Airbus Service Bulletin A320-32-1189, dated 
December 23, 1998, was issued to alert operators of potential cracking 
that can occur if the NDT2 inspection procedures in the original 
Messier-Dowty service bulletin were used.
    The FAA does not concur with limiting the applicability as 
suggested, due to potential difficulties in determining the complete 
inspection history of installed MLG sliding tubes, as described 
previously. However, the FAA has determined that an inadvertent error 
in the proposed applicability may have created confusion. The 
applicability of the proposed AD includes airplanes ``. . . except 
those on which Airbus Service Bulletin A320-32-1189, dated December 23, 
1998, has not been accomplished.'' Since the actions described in 
Airbus Service Bulletin A320-32-1189 are actually required by this AD, 
the FAA's intent in the proposed applicability was to exclude airplanes 
on which all actions described in Service Bulletin A320-32-1189 have 
been accomplished. Therefore, the FAA has determined that the 
applicability should have read ``. . . except those on which Airbus 
Service Bulletin A320-32-1189, dated December 23, 1998, has been 
accomplished.'' The final rule has been revised accordingly.

Conclusion

    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the change described 
previously. The FAA has determined that this change will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Cost Impact

    The FAA estimates that 179 airplanes of U.S. registry will be 
affected by this AD.
    It will take approximately 1 work hour per airplane to accomplish 
the required ``Part A'' (repetitive) inspection, at an average labor 
rate of $60 per work hour. Based on these figures, the cost impact of 
the ``Part A'' (repetitive) inspection on U.S. operators is estimated 
to be $10,740, or $60 per airplane, per inspection cycle.
    It will take approximately 6 work hours per airplane to accomplish 
the required ``Part B'' (one-time) inspection, at an average labor rate 
of $60 per work hour. Based on these figures, the cost impact of the 
``Part B'' (one-time) inspection on U.S. operators is estimated to be 
$64,440, or $360 per airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the requirements of this 
AD action, and that no operator would accomplish those actions in the 
future if this AD were not adopted.

Regulatory Impact

    The regulations adopted herein will 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. Therefore, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    For the reasons discussed above, I certify that this action (1) is 
not a ``significant regulatory action'' under Executive Order 12866; 
(2) is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and (3)

[[Page 34940]]

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. A final evaluation has been prepared for 
this action and it is contained in the Rules Docket. A copy of it may 
be obtained from the Rules Docket at the location provided under the 
caption ADDRESSES.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (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. Section 39.13 is amended by adding the following new 
airworthiness directive:

2000-11-09 Airbus: Amendment 39-11757. Docket 99-NM-343-AD.

    Applicability: Model A319, A320, and A321 series airplanes; 
manufacturer serial numbers through 0875 inclusive; certificated in 
any category; except those on which Airbus Service Bulletin A320-32-
1189, dated December 23, 1998, has been accomplished; and except 
those on which it can be shown that one of the following conditions 
has been met (also see NOTE 1):
    (1) The main landing gear (MLG) sliding tubes have never been 
removed from the airplane;
    (2) A magnetic particle non-destructive test (NDT2) inspection 
has never been accomplished on any of the MLG sliding tubes 
installed on the airplane; or
    (3) If an NDT2 inspection has been accomplished on any of the 
MLG sliding tubes installed on the airplane, it was accomplished 
only after removal of the attaching hardware and bushings.

    Note 1: Operators should note that complete maintenance records 
for the life of each MLG sliding tube are necessary in order to make 
a definitive determination of whether any condition specified in the 
Applicability of the AD has been met.


    Note 2: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (c) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent cracking of the sliding tube subassembly of the main 
landing gear (MLG), which could result in collapse of the MLG, 
accomplish the following:

Inspections

    (a) Within 500 flight hours after the effective date of this AD, 
perform a detailed visual inspection to detect cracking of the left-
hand and right-hand MLG sliding tube subassemblies, in accordance 
with paragraph 2.B.(1) of the Accomplishment Instructions of Airbus 
Service Bulletin A320-32-1189, dated December 23, 1998.
    (1) If no crack is found, repeat the inspection at intervals not 
to exceed 500 flight hours, until the requirements of paragraph (b) 
of this AD have been accomplished.
    (2) If any crack is found, prior to further flight, replace the 
sliding tube subassembly with a new subassembly, in accordance with 
the service bulletin. Thereafter, repeat the inspection at intervals 
not to exceed 500 flight hours, until the requirements of paragraph 
(b) of this AD have been accomplished.

    Note 3: For the purposes of this AD, a detailed visual 
inspection is defined as: ``an intensive visual examination of a 
specific structural area, system, installation, or assembly to 
detect damage, failure, or irregularity. Available lighting is 
normally supplemented with a direct source of good lighting at 
intensity deemed appropriate by the inspector. Inspection aids such 
as mirror, magnifying lenses, etc., may be used. Surface cleaning 
and elaborate access procedures may be required.''

    (b) Within 15 months after the effective date of this AD: Remove 
the jacking dome, the stop washer, the jacking dome bushing, and the 
harness supports; and perform detailed visual inspections to detect 
discrepancies (including cracking of the left and right MLG sliding 
tube subassemblies, and overheat damage of the jacking dome 
bushing), in accordance with paragraph 2.B.(2) of the Accomplishment 
Instructions of Airbus Service Bulletin A320-32-1189, dated December 
23, 1998. Accomplishment of the requirements of this paragraph 
constitutes terminating action for the requirements of paragraph (a) 
of this AD.
    (1) If no discrepancy is found, prior to further flight, install 
a new stop washer and jacking dome bushing, in accordance with the 
service bulletin. No further action is required by this AD.
    (2) If any discrepancy is found, prior to further flight, repair 
in accordance with a method approved by the Manager, International 
Branch, ANM-116, FAA, Transport Airplane Directorate; or the 
Direction Generale de l'Aviation Civile (DGAC) (or its delegated 
agent). For a repair method to be approved by the Manager, 
International Branch, ANM-116, as required by this paragraph, the 
Manager's approval letter must specifically reference this AD.

Alternative Methods of Compliance

    (c) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, International Branch, ANM-116. 
Operators shall submit their requests through an appropriate FAA 
Principal Maintenance Inspector, who may add comments and then send 
it to the Manager, International Branch, ANM-116.

    Note 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the International Branch, ANM-116.

Special Flight Permits

    (d) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be accomplished.

Incorporation by Reference

    (e) Except as required by paragraph (b)(2), the actions shall be 
done in accordance with Airbus Service Bulletin A320-32-1189, dated 
December 23, 1998. This incorporation by reference was approved by 
the Director of the Federal Register in accordance with 5 U.S.C. 
552(a) and 1 CFR part 51. Copies may be obtained from Airbus 
Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, 
France. Copies may be inspected at the FAA, Transport Airplane 
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the 
Office of the Federal Register, 800 North Capitol Street, NW., suite 
700, Washington, DC.

    Note 5: The subject of this AD is addressed in French 
airworthiness directive 1999-358-137(B) R1, dated October 20, 1999.

    (f) This amendment becomes effective on July 6, 2000.

    Issued in Renton, Washington, on May 23, 2000.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-13446 Filed 5-31-00; 8:45 am]
BILLING CODE 4910-13-U

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