[Federal Register Volume 80, Number 183 (Tuesday, September 22, 2015)]
[Proposed Rules]
[Pages 57122-57129]
[FR Doc No: 2015-21730]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0529; Directorate Identifier 2013-NM-260-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) for all Airbus Model A318, A319, A320, and A321 series airplanes.
The NPRM proposed to supersede Airworthiness Directives (AD) 2011-13-11
and AD 2013-16-09. AD 2011-13-11 currently requires an amendment of the
airplane flight manual (AFM), repetitive checks of specific centralized
fault display system (CFDS) messages, an inspection of the opening
sequence of the main landing gear (MLG) door actuator for discrepancies
if certain messages are found, and corrective actions if necessary. AD
2013-16-09 currently requires an inspection to determine airplane
configuration and part numbers of the landing gear control interface
unit and MLG door actuators; and, for affected airplanes, repetitive
inspections of the opening sequence of the MLG door actuator, and
replacement of the MLG door actuator if necessary; and provides
optional terminating action for the repetitive inspections. The NPRM
was prompted by a determination that the interval of the MLG door
opening sequence inspection must be reduced. The NPRM proposed to
reduce the interval of the MLG door opening sequence inspection, and
also to replace or modify certain MLG door actuators. This action
revises the NPRM by adding a flushing procedure to be performed when
installing a new MLG door actuator. We are proposing this supplemental
NPRM (SNPRM) to detect and correct deterioration of the damping ring
and associated retaining ring of the MLG door actuator, which can
sufficiently increase the friction inside the actuator to restrict
opening of the MLG door by gravity, during operation of the landing
gear alternate (free-fall) extension system. This condition could
prevent the full extension and/or down-locking of the MLG, possibly
resulting in MLG collapse during landing and consequent damage to the
airplane and injury to occupants. Since these actions impose an
additional burden over those 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 SNPRM by November 6, 2015.

ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax:<PHONE_NUMBER>.
     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 Airbus service information identified in this proposed AD,
contact Airbus, Airworthiness Office--EIAS, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax
+33 5 61 93 44 51; email<EMAIL_ADDRESS>Internet
http://www.airbus.com. For General Electric service information
identified in this AD contact GE Aviation, Customer Support Center, 1
Neumann Way, Cincinnati, OH 45215; phone:<PHONE_NUMBER>; email:
<EMAIL_ADDRESS>Internet: http://www.geaviation.com. You may view
this 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<PHONE_NUMBER>.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0529; or in person at the Docket Management Facility 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
Office (telephone:<PHONE_NUMBER>) 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<PHONE_NUMBER>;
fax<PHONE_NUMBER>.

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-2014-0529;
Directorate Identifier 2013-NM-260-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
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to all Airbus Model A318,
A319, A320, and A321 series airplanes. The NPRM published in the
Federal Register on August 13, 2014 (79 FR 47395; corrected August 27,
2014 (79 FR 51117)) (``the NPRM''). The NPRM proposed to supersede AD
2011-13-11, Amendment 39-16734 (76 FR 37241, June 27, 2011) (``AD 2011-
13-11''); and AD 2013-16-09, Amendment 39-17547 (78 FR 48286, August 8,
2013) (``AD 2013-16-09''). AD 2011-13-11 currently requires an
amendment of the AFM, repetitive checks of specific CFDS messages, an
inspection of the opening sequence of the MLG door actuator for
discrepancies if certain messages are found, and corrective actions if
necessary. AD 2013-16-09 currently requires an inspection to determine
airplane configuration and part numbers of the landing gear control
interface unit and MLG door actuators; and, for affected airplanes,
repetitive inspections of the opening sequence of the MLG door
actuator, and replacement of the MLG door actuator if necessary; and
provides optional terminating action for the repetitive inspections.
The NPRM was prompted by a determination that the interval of the MLG
door opening sequence inspection must be reduced. The NPRM proposed to
reduce the interval of the MLG door opening

sequence inspection, and also to replace or modify certain MLG door
actuators.

Actions Since Previous NPRM Was Issued

    Since we issued the NPRM, we have determined that a flushing
procedure must be performed when installing a new MLG door actuator.
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA
Airworthiness Directive 2014-0221, dated September 30, 2014 (referred
to after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition on all Airbus Model A318,
A319, A320, and A321 series airplanes. The MCAI states:

    Some operators reported slow operation of the main landing gear
(MLG) door opening/closing sequence, leading to the generation of
[electronic centralized aircraft monitor] ECAM warnings during the
landing gear retraction or extension sequence.
    Investigations showed that the damping ring and associated
retaining ring of the MLG door actuator may deteriorate. The
resultant debris increases the friction inside the actuator which
can be sufficiently high to restrict opening of the MLG door by
gravity, during operation of the landing gear alternate (freefall)
extension system.
    This condition, if not corrected, could prevent the full
extension and/or down locking of the MLG, possibly resulting in MLG
collapse during landing or rollout and consequent damage to the
aeroplane and injury to occupants.
    [An EASA AD] was issued [and later revised] to require
repetitive inspections of the opening sequence of the MLG door in
order to identify the affected actuators, and to introduce as an
optional terminating action Airbus production Modification (mod)
38274 and associated [Airbus] Service Bulletin (SB) A320-32-1338,
which incorporate an improved retaining ring, located on the piston
rod's extension end, and a new piston rod with machined shoulder to
accommodate the thicker section of the modified retaining ring.
    After in-service introduction of the new MLG door actuator, Part
Number (P/N) 114122012 (Post-mod 38274--SB A320-32-1338), several
operators reported failures of internal parts of the MLG door
actuator. Investigations confirmed that these failures could result
in slow extension of the actuator rod, delaying the MLG door
operation, or possibly stopping just before the end of the stroke,
preventing the door to reach the fully open position.
    [An EASA AD], which superseded EASA AD 2006-0112R1 [http://ad.easa.europa.eu/blob/easa_ad_2006_0112_R1_superseded.pdf/AD_2006-0112R1_1], was issued [and later revised] to require amendment of
the applicable Airplane Flight Manual (AFM), repetitive checks of
specific Centralized Fault Display System (CFDS) messages,
repetitive inspections of the opening sequence of the MLG door
actuator and, depending on findings, corrective action(s).
    Since EASA AD 2011-0069R1 [http://ad.easa.europa.eu/blob/easa_ad_2011_0069_R1_superseded.pdf/AD_2011-0069R1_1] was issued,
Airbus introduced a reinforced MLG door actuator P/N 114122014 (mod
153655). Airbus issued SB A320-32-1407 containing instructions for
in-service replacement of the affected MLG door actuators, or
modification of the actuators to the new standard.
    In addition, following a recent occurrence with a gear extension
problem, the result of additional analyses by Airbus revealed that
the CFDS expected specific messages may not be generated and as a
result, repetitive checks of messages are not effective for
aeroplanes fitted with landing gear control interface unit (LGCIU)
interlink communication ARINC 429 (applied in production through
Airbus mod 39303, or in service through Airbus SB A320-32-1409), in
combination with LGCIUs 80-178-02-88012 or 80-178-03-88013 in both
positions and at least one MLG door actuator pre-mod 153655 (pre-
Airbus SB A320-32-1407--pre-GE SB 114122-32-105) installed.
    Prompted by these findings, EASA issued Emergency AD 2013-0132-E
[http://ad.easa.europa.eu/blob/easa_ad_2013_0132_E_superseded.pdf/EAD_2013-0132-E_1 (which corresponds to FAA AD 2013-16-09)] to
require identification of the affected aeroplanes to establish the
configuration and, for those aeroplanes, repetitive inspections of
the opening sequence of the MLG door actuator and, depending on
findings, replacement of the MLG door actuator. That [EASA] AD also
provided an optional terminating action by disconnection of the
interlink for certain LGCIUs, or in-service modification of the
aeroplane through Airbus SB A320-32-1407 (equivalent to Airbus
production mod 153655).
    Since those ADs (EASA AD 2011-0069R1 and EASA AD 2013-0132-E)
were issued, analyses performed by Airbus have revealed that the MLG
door opening sequence inspection interval needed to be reduced, and
that the (previously optional) terminating action needed to be made
mandatory.
    Prompted by these findings, EASA issued AD 2013-0288 [http://ad.easa.europa.eu/blob/easa_ad_2013_0288_superseded.pdf/AD_2013-0288_1], retaining the requirements of EASA AD 2011-0069R1 and EASA
AD 2013-0132-E, which were superseded, but with reduced inspection
intervals, and to require replacement or modification, as
applicable, of the affected MLG door actuators as terminating action
to the monitoring and repetitive checks and inspections.
    Following introduction of post-mod 153655 MLG door actuators on
in-service aeroplanes, it has been observed that, in case the
removed pre-mod MLG door actuator has internal damage, contamination
of the hydraulic system could have occurred.
    This condition, if not detected and corrected, could result in
performance degradation (damping degradation) of the post-mod MLG
door actuator. Testing performed with a new actuator tested in
heavily contaminated hydraulic system did not show abnormal
hydraulic Restriction/blockage. It is thus not requested to perform
this ``flushing procedure'' on aircraft already retrofitted with
std-14 actuators.
    In addition, since EASA AD 2013-0288 was issued, the applicable
AFM was revised and repetitive checks of specific CFDS messages are
no longer considered to be required, due to the reduced intervals
required by EASA AD 2013-0288.
    For the reasons described above, this [EASA] AD partially
retains the requirements of EASA AD 2013-0288, which is superseded,
introduces improved wording for clarification and requires, in
addition to the revised operational (AFM) procedure, hydraulic
flushing prior to any installation of a post-mod MLG door actuator.

    You may examine the MCAI in the AD docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-529-0003.

Related Service Information Under 1 CFR part 51

    Airbus has issued Service Bulletins A320-32-1390, Revision 03,
dated July 3, 2014; and A320-32-1407, Revision 01, dated July 3, 2014.
Airbus has also issued A318/A319/A320/A321 Temporary Revision (TR)
TR437, L/G GEAR NOT DOWNLOCKED, Issue 1.0, dated May 23, 2014, to the
Airplane Flight Manual (AFM).
    Airbus Service Bulletin A320-32-1390, Revision 03, dated July 3,
2014, describes procedures for inspecting the operation of the MLG door
opening sequence to determine if an actuator is defective, flushing
contamination from the landing gear extension and retraction system
(LGERS), and replacing the door actuator if necessary.
    Airbus Service Bulletin A320-32-1407, Revision 01, dated July 3,
2014, describes procedures for flushing contamination from the LGERS,
and installing new MLG door actuators.
    Airbus A318/A319/A320/A321 TR TR437, L/G GEAR NOT DOWNLOCKED, Issue
1.0, dated May 23, 2014, to the AFM updates the procedure used for
incomplete landing gear extension during approach.
    General Electric Service Bulletin 114122-32-105, Revision 2, dated
June 24, 2014, describes procedures for conversion of a MLG door
actuator and to remove unwanted material from the hydraulic fluid
route.
    This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section of this
SNPRM.

Comments

    We gave the public the opportunity to participate in developing
this SNPRM. We considered the comments received.

Requests To Adopt the Actions of EASA Airworthiness Directive 2014-
0221, Dated September 30, 2014, and Certain Service Bulletins

    Airbus requested that we revise the NPRM to adopt the requirements
of EASA Airworthiness Directive 2014-0221, dated September 30, 2014;
Airbus Service Bulletin A320-32-1390, Revision 03, dated July 3, 2014;
and Airbus Service Bulletin A320-32-1407 Revision 01, dated July 3,
2014. Airbus stated that EASA issued a global airplane flight manual
(AFM) TR to mandate updated operational procedures. US Airways
requested that we reference Airbus Service Bulletin A320-32-1407,
Revision 01, dated July 3, 2014, and a new AFM procedure referenced in
``FOT 999-0032/14.''
    We agree with the commenters' requests. EASA Airworthiness
Directive 2014-0221, dated September 30, 2014, requires, among other
things, a revised operational AFM procedure, and hydraulic flushing
prior to any installation of a post-modification MLG door actuator. We
have revised paragraphs (j), (k), (l), (m), and (w) as designated in
the NPRM (paragraphs (j), (k), (l), (m), and (x) in this SNPRM)) to
reference Airbus Service Bulletin A320-32-1390, Revision 03, dated July
3, 2014; and paragraphs (r), (t), (u), (w), and (x) as designated in
the NPRM (paragraphs (r), (u), (v), (x), and (y) in this SNPRM)) to
reference Airbus Service Bulletin A320-32-1407, Revision 01, dated July
3, 2014; as the appropriate sources of service information for
accomplishing the proposed actions.

Request To Not Mandate the Actions in Airbus Service Bulletin A320-32-
1407, Revision 01, Dated July 3, 2014

    United Airlines requested that we not require the actions in Airbus
Service Bulletin A320-32-1407, Revision 01, dated July 3, 2014. United
Airlines stated that Airbus Service Bulletin A320-32-1407, Revision 01,
dated July 3, 2014, recommends that operators flush the affected
hydraulic system. United Airlines stated that it disagrees with this
proposed action and explained that Airbus instituted this requirement
to flush the hydraulic system as it failed to recommend the removal,
inspection, and cleaning of the restrictors during the modification of
the MLG door actuator to the part number (P/N) 114122014 configuration.
United Airlines also stated that it has opted to overhaul the MLG door
actuators as well as perform the modification described in Airbus
Service Bulletin A320-32-1407, dated May 14, 2013. United Airlines
explained that this overhaul requires that the restrictors (P/N
114122233 and P/N 114122232) and transfer pipe be removed, inspected,
and cleaned. United Airlines stated that it is of the opinion that
flushing the hydraulic system is not required as there is no
contamination present in the restrictors or the transfer pipe.
    We disagree with the commenter's request. Airbus informed the FAA
that debris can leave the damaged actuator and remain in the hydraulic
lines connected to the door actuator. Flushing of the hydraulic system
is required to prevent debris from entering the new actuator. If debris
enters the new actuator, its performance can be affected. The flow rate
during normal operation is insufficient to ensure complete flushing of
the debris to the hydraulic low pressure filter within a few door
cycles. Therefore, a specific maintenance procedure has been defined
and introduced in Airbus Service Bulletin A320-32-1407, Revision 01,
dated July 3, 2014; and General Electric Service Bulletin 114122-32-
105, Revision 2, dated June 24, 2014. EASA has issued AD 2014-0221,
dated September 30, 2014, requiring flushing of the affected hydraulic
system in accordance with Airbus Service Bulletin A320-32-1407,
Revision 01, dated July 3, 2014.

Request To Provide Credit for Previous Actions

    US Airways requested that we provide credit for the actions
required by paragraphs (t) and (u) of the proposed AD (paragraphs (u)
and (v) of this SNPRM)), if those actions were done before the
effective date of the AD using Airbus Service Bulletins A320-32-1407,
dated May 14, 2013, or Revision 01, dated July 3, 2014; or General
Electric Service Bulletin 114122-32-105, dated January 17, 2013.
    We partially agree with the commenter's request. In this SNPRM,
paragraph (aa) already provides credit for General Electric Service
Bulletin 114122-32-105, dated January 17, 2013, for the actions in
paragraphs (u) and (v) done prior to the effective date of the final
rule. We do not agree with giving credit for Airbus Service Bulletin
A320-32-1407, dated May 14, 2013; or Revision 01, dated July 3, 2014;
because those service bulletins do not require flushing the hydraulic
system prior to the installation of P/N 114122014. We have not changed
the proposed AD in this regard.

FAA's Determination and Requirements of This SNPRM

    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 information and determined an unsafe condition
exists and is likely to exist or develop on other products of these
same type designs.
    Certain changes described above expand the scope of the NPRM. 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 SNPRM.

Explanation of ``RC'' Procedures and Tests in Service Information

    The FAA worked in conjunction with industry, under the
Airworthiness Directives Implementation Aviation Rulemaking Committee
(ARC), to enhance the AD system. One enhancement was a new process for
annotating which procedures and tests in the service information are
required for compliance with an AD. Differentiating these procedures
and tests from other tasks in the service information is expected to
improve an owner's/operator's understanding of crucial AD requirements
and help provide consistent judgment in AD compliance. The procedures
and tests identified as Required for Compliance (RC) in any service
information have a direct effect on detecting, preventing, resolving,
or eliminating an identified unsafe condition.
    As specified in a NOTE under the Accomplishment Instructions of the
specified Airbus service information, procedures and tests identified
as RC must be done to comply with the proposed AD. However, procedures
and tests that are not identified as RC are recommended. Those
procedures and tests that are not identified as RC may be deviated from
using accepted methods in accordance with the operator's maintenance or
inspection program without obtaining approval of an alternative method
of compliance (AMOC), provided the procedures and tests identified as
RC can be done and the airplane can be put back in a serviceable
condition. Any substitutions or changes to procedures or tests

identified as RC will require approval of an AMOC.

Changes to the Proposed AD

    This SNPRM makes the following changes to the NPRM.
    We have moved the credit for Airbus Service Bulletin A320-32-1309,
dated March 7, 2006, specified in paragraph (g) of AD 2011-13-11, into
paragraph (aa)(1) of the proposed AD.
    We have reformatted and redesignated three tables as figures to
comply with requirements of the Office of the Federal Register, as
follows:
     ``Table 1 to Paragraph (p) of this AD--Affected Part
Numbers'' is ``Figure 2 to Paragraph (p) of this AD--Affected Part
Numbers;''
     ``Table 2 to Paragraph (v) of this AD--Affected Part
Numbers'' is ``Figure 3 to Paragraph (v) of this AD--Affected Part
Numbers;'' and
     ``Table 3 to Paragraph (z) of this AD--Affected Part
Numbers'' is ``Figure 4 to Paragraph (z) of this AD.''

Costs of Compliance

    We estimate that this SNPRM affects 953 airplanes of U.S. registry.
    The actions that are required by AD 2011-13-11, and retained in
this SNPRM, take about 7 work-hours per product, per inspection cycle,
at an average labor rate of $85 per work-hour. Based on these figures,
the estimated cost of the actions that are required by AD 2011-13-11 is
$595 per product.
    The actions that are required by AD 2013-16-09, and retained in
this SNPRM, take about 3 work-hours per product, per inspection cycle,
at an average labor rate of $85 per work-hour. Based on these figures,
the estimated cost of the actions that were required by AD 2013-16-09
is $255 per product.
    We also estimate that it would take about 19 work-hours per product
to comply with the basic requirements of this SNPRM. The average labor
rate is $85 per work-hour. Required parts would cost about $17,140 per
product. Based on these figures, we estimate the cost of this SNPRM on
U.S. operators to be $17,873,515, or $18,755 per product.
    In addition, we estimate that any necessary follow-on actions would
take about 3 work-hours, for a cost of $255 per product. We have no way
of determining the number of aircraft that might need these actions.

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.

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

0
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]

0
2. The FAA amends Sec.  39.13 by:
0
a. Removing Airworthiness Directives (AD) 2011-13-11, Amendment 39-
16734 (76 FR 37241, June 27, 2011) (``AD 2011-13-11''); and AD 2013-16-
09, Amendment 39-17547 (78 FR 48286, August 8, 2013) (``AD 2013-16-
09''); and
0
b. Adding the following new AD:

Airbus: Docket No. FAA-2014-0529; Directorate Identifier 2013-NM-
260-AD.

(a) Comments Due Date

    We must receive comments by November 6, 2015.

(b) Affected ADs

    This AD replaces AD 2011-13-11, Amendment 39-16734 (76 FR 37241,
June 27, 2011) (``AD 2011-13-11''); and AD 2013-16-09, Amendment 39-
17547 (78 FR 48286, August 8, 2013) (``AD 2013-16-09'').

(c) Applicability

    This AD applies to the Airbus airplanes, certificated in any
category, identified in paragraphs (c)(1), (c)(2), (c)(3), and
(c)(4) of this AD, all manufacturer serial numbers.
    (1) Model A318-111, -112, -121, and -122 airplanes.
    (2) Model A319-111, -112, -113, -114, -115, -131, -132, and -133
airplanes.
    (3) Model A320-211, -212, -214, -231, -232, and -233 airplanes.
    (4) Model A321-111, -112, -131, -211, -212, -213, -231, and -232
airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 32, Landing
Gear.

(e) Reason

    This AD was prompted by a determination that the inspection
interval of the main landing gear (MLG) door opening sequence must
be reduced. We are issuing this AD to detect and correct
deterioration of the damping ring and associated retaining ring of
the MLG door actuator, which can sufficiently increase the friction
inside the actuator to restrict opening of the MLG door by gravity,
during operation of the landing gear alternate (free-fall) extension
system. This condition could prevent the full extension and/or down-
locking of the MLG, possibly resulting in MLG collapse during
landing and consequent damage to the aeroplane and injury to
occupants.

(f) Compliance

    Comply with this AD within the compliance times specified,
unless already done.

(g) Retained Repetitive Inspections/Replacement, With a Formatting
Change

    This paragraph restates the requirements of paragraph (g) of AD
2011-13-11, with a formatting change. At the time specified in
paragraph (g)(1) or (g)(2) of this AD, as applicable: Do a general
visual inspection of the operation of the MLG door opening sequence
to determine if a defective actuator is installed by doing all the
applicable actions, including replacing the door actuator, as
applicable, specified in the Accomplishment Instructions of Airbus
Service Bulletin A320-32-1309, Revision 01, dated June 19, 2006. Do
all applicable replacements before further flight. Repeat the
inspection thereafter at intervals not to exceed 900 flight cycles.
Doing the

inspection required by paragraph (l) of this AD terminates the
requirements of this paragraph.
    (1) For airplanes on which a record of the total number of
flight cycles on the MLG door actuator is available: Before the
accumulation of 3,000 total flight cycles on the MLG door actuator,
or within 800 flight cycles after April 27, 2007 (the effective date
of AD 2007-06-18, Amendment 39-14999 (72 FR 13681, March 23, 2007)),
whichever is later.
    (2) For airplanes on which a record of the total number of
flight cycles on the MLG door actuator is not available: Within 800
flight cycles after April 27, 2007 (the effective date of AD 2007-
06-18).
    (3) For the purposes of this AD, a general visual inspection is:
``A visual examination of an interior or exterior area,
installation, or assembly to detect obvious damage, failure, or
irregularity. This level of inspection is made from within touching
distance unless otherwise specified. A mirror may be necessary to
enhance visual access to all exposed surfaces in the inspection
area. This level of inspection is made under normally available
lighting conditions such as daylight, hangar lighting, flashlight,
or droplight and may require removal or opening of access panels or
doors. Stands, ladders, or platforms may be required to gain
proximity to the area being checked.''

(h) Retained Provision Regarding Reporting/Parts Return, With No
Changes

    This paragraph restates the requirements of paragraph (h) of AD
2011-13-11, with no changes. Although the Accomplishment
Instructions of Airbus Service Bulletin A320-32-1309, Revision 01,
dated June 19, 2006, specify submitting certain information to the
manufacturer and sending defective actuators back to the component
manufacturer for investigation, this AD does not include those
requirements.

(i) Retained Revision of the Airplane Flight Manual (AFM), With
Formatting Changes

    This paragraph restates the requirements of paragraph (i) of AD
2011-13-11, with formatting changes. Within 14 days after July 12,
2011 (the effective date of AD 2011-13-11), revise the Emergency
Procedure Section of the AFM to incorporate the information in
figure 1 to paragraph (i) of this AD. This may be done by inserting
a copy of this AD into the AFM. When a statement identical to that
in figure 1 to paragraph (i) of this AD has been included in the
Emergency Procedure Section of the general revisions of the AFM, the
general revisions may be inserted into the AFM, and the copy of this
AD may be removed from the AFM. Doing the actions required by
paragraph (t) of this AD terminates the requirements of this
paragraph.

           Figure 1 to Paragraph (i) of This AD--AFM Revision
------------------------------------------------------------------------

-------------------------------------------------------------------------
 If ECAM triggers the ``L/G GEAR NOT DOWNLOCKED'' warning, apply
 the following procedure:
Recycle landing gear.
 If unsuccessful after 2 min:
Extend landing gear by gravity. Refer to ABN-32 L/G GRAVITY EXTENSION.
------------------------------------------------------------------------

(j) Retained Repetitive Checks, With New Optional Actions and New
Service Information

    This paragraph restates the requirements of paragraph (j) of AD
2011-13-11, with new optional actions and new service information.
Within 14 days after July 12, 2011 (the effective date of AD 2011-
13-11), or before the accumulation of 800 total flight cycles,
whichever occurs later, check the post flight report (PFR) for
centralized fault display system (CFDS) messages triggered within
the last 8 days, in accordance with paragraph 4.2.1 of Airbus All
Operators Telex (AOT) A320-32A1390, dated February 10, 2011. Repeat
the check thereafter at intervals not to exceed 8 days or 5 flight
cycles, whichever occurs later. If done in accordance with a method
approved by the Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA, the use of an alternative method to check
the PFR for CFDS messages (e.g., AIRMAN) is acceptable in lieu of
this check if the messages can be conclusively determined from that
method. Repetitive inspections of the door opening sequence of the
left-hand (LH) and right-hand (RH) doors of the MLG, in accordance
with the Accomplishment Instructions of Airbus Service Bulletin
A320-32-1390, Revision 03, dated July 13, 2014, are an acceptable
method of compliance for the actions required by this paragraph.
Repetitive inspections of the door opening sequence of the LH and RH
doors of the MLG of an airplane, as required by paragraph (p) of
this AD, is an acceptable method to comply with the requirements of
this paragraph.

(k) Retained On-Condition Inspection, With New Service Information

    This paragraph restates the requirements of paragraph (k) of AD
2011-13-11, with new service information. If, during any check
required by paragraph (j) of this AD, a pair of specific CFDS
messages specified in paragraph 4.2.1 of Airbus AOT A320-32A1390,
dated February 10, 2011, has been triggered by both landing gear
control and indication units (LGCIU) for the same flight, before
further flight, inspect the door opening sequence of the affected
doors of the MLG for discrepancies (i.e., if any condition specified
in steps (a) through (d) of paragraph 4.2.2 of Airbus AOT A320-
32A1390, dated February 10, 2011, is not met; or if any door
actuator fails any inspection check specified in Airbus Service
Bulletin A320-32-1390, Revision 03, dated July 13, 2014). Do the
inspection in accordance with paragraph 4.2.2 of Airbus AOT A320-
32A1390, dated February 10, 2011; or the Accomplishment Instructions
of Airbus Service Bulletin A320-32-1390, Revision 03, dated July 13,
2014. As of the effective date of this AD, use only Airbus Service
Bulletin A320-32-1390, Revision 03, dated July 13, 2014, for the
actions required by this paragraph.

(l) Retained Repetitive Inspections, With New Service Information, New
Optional Actions, and Reduced Compliance Times

    This paragraph restates the requirements of paragraph (l) of AD
2011-13-11, with new service information, new optional actions, and
reduced compliance times. At the applicable time specified in
paragraph (l)(1) or (l)(2) of this AD: Inspect the door opening
sequence of the LH and RH doors of the MLG for discrepancies (i.e.,
if any condition specified in steps (a) through (d) of paragraph
4.2.2 of Airbus AOT A320-32A1390, dated February 10, 2011, is not
met; or if any door actuator fails any inspection check specified in
the Accomplishment Instructions of Airbus Service Bulletin A320-32-
1390, Revision 03, dated July 13, 2014). Do the inspection in
accordance with the instructions of paragraph 4.2.2 of Airbus AOT
A320-32A1390, dated February 10, 2011; or the Accomplishment
Instructions of Airbus Service Bulletin A320-32-1390, Revision 03,
dated July 13, 2014. As of the effective date of this AD, use only
Airbus Service Bulletin A320-32-1390, Revision 03, dated July 13,
2014, for the actions required by this paragraph. Repeat the
inspection within 8 days or 5 flight cycles after the effective date
of this AD, whichever occurs later, without exceeding 425 flight
cycles since the most recent inspection; and thereafter repeat the
inspection at intervals not to exceed 8 days or 5 flight cycles,
whichever occurs later. In addition, whenever any airplane is not
operated for a period longer than 8 days, do the inspection before
further flight. Doing this inspection terminates the requirements of
paragraph (g) of this AD. Repetitive inspections of the door opening
sequence of the LH and RH doors of the MLG of an airplane, as
required by paragraph (p) of this AD, is an acceptable method to
comply with the requirements of this paragraph.
    (1) For airplanes on which an inspection required by paragraph
(g) of this AD has been done as of July 12, 2011 (the effective date
of AD 2011-13-11): Within 800 flight cycles after doing the most
recent inspection required by paragraph (g) of this AD, or within
100 flight cycles after July 12, 2011, whichever occurs later.
    (2) For airplanes on which an inspection required by paragraph
(g) of this AD has not been done as of July 12, 2011 (the effective
date of AD 2011-13-11): Within 800 flight cycles after July 12,
2011.

(m) Retained Replacement, With New Service Information

    This paragraph restates the requirements of paragraph (m) of AD
2011-13-11, with new

service information. If any discrepancy (i.e., if any condition
specified in steps (a) through (d) of paragraph 4.2.2 of Airbus AOT
A320-32A1390, dated February 10, 2011, is not met; or if any door
actuator fails any inspection check specified in the Accomplishment
Instructions of Airbus Service Bulletin A320-32-1390, Revision 03,
dated July 13, 2014) is found during any inspection required by
paragraph (k) or (l) of this AD, before further flight, replace the
affected MLG door actuator with a new MLG door actuator, in
accordance with the instructions of Airbus AOT A320-32A1390, dated
February 10, 2011; or Airbus Service Bulletin A320-32-1390, Revision
03, dated July 13, 2014. As of the effective date of this AD, use
only Airbus Service Bulletin A320-32-1390, Revision 03, dated July
13, 2014, to do the actions required by this paragraph.

(n) Retained Statement of No Terminating Action for Certain
Requirements, With No Changes

    This paragraph restates the statement of paragraph (n) of AD
2011-13-11, with no changes. Replacement of the MLG door actuator as
required by paragraph (m) of this AD is not a terminating action for
the repetitive actions required by paragraphs (j) and (l) of this
AD.

(o) Retained Configuration and Part Number Determination, With No
Changes

    This paragraph restates the requirements of paragraph (g) of AD
2013-16-09, with no changes. At the later of the compliance times
specified in paragraphs (o)(1) and (o)(2) of this AD: Do an
inspection to determine the configuration (modification status) of
the airplane and identify the part number of the LH and RH LGCIU and
MLG door actuators. A review of the airplane delivery or maintenance
records is acceptable for compliance with the requirements of this
paragraph provided the airplane configuration and installed
components can be conclusively determined from that review.
    (1) Prior to the accumulation of 800 total flight cycles since
first flight of the airplane.
    (2) Within 14 days after August 23, 2013 (the effective date of
AD 2013-16-09).

(p) Retained MLG Door Opening Sequence Repetitive Inspections, With No
Changes

    This paragraph restates the requirements of paragraph (h) of AD
2013-16-09, with no changes. If, during the determination and
identification required by paragraph (o) of this AD, the
configuration of the airplane is determined to be post-Airbus
Modification 39303 or post-Airbus Service Bulletin A320-32-1409
(Interlink Communication ARINC 429 installed), and both an LGCIU and
a MLG door actuator are installed with a part number listed in
figure 2 to paragraph (p) of this AD: Except as provided by
paragraph (s) of this AD, at the later of the compliance times
specified in paragraphs (o)(1) and (o)(2) of this AD, and thereafter
at intervals not to exceed 8 days or 5 flight cycles, whichever
occurs later, do an inspection of the door opening sequence of the
LH and RH MLG doors, in accordance with the instructions of Airbus
AOT A32N001-13, dated June 24, 2013.

       Figure 2 to Paragraph (p) of This AD--Affected Part Numbers
------------------------------------------------------------------------
                  Component name                         Part number
------------------------------------------------------------------------
LGCIU (LH and RH).................................       80-178-02-88012
                                                         80-178-03-88013
MLG door actuator.................................             114122006
                                                               114122007
                                                               114122009
                                                               114122010
                                                               114122011
                                                               114122012
------------------------------------------------------------------------

(q) Retained MLG Door Opening Sequence Corrective Action, With No
Changes

    This paragraph restates the requirements of paragraph (i) of AD
2013-16-09, with no changes. If a slow door operation or restricted
extension is found during any inspection required by paragraph (p)
of this AD: Before further flight, replace the affected MLG door
actuator with a new or serviceable actuator, in accordance with the
instructions of Airbus AOT A32N001-13, dated June 24, 2013.

(r) Retained Terminating Action Limitation for Certain Actions, With
New Service Information

    This paragraph restates the requirements of paragraph (j) of AD
2013-16-09, with new service information. Replacement of a MLG door
actuator, as required by paragraph (q) of this AD, does not
constitute terminating action for the repetitive inspections
required by paragraph (p) of this AD, unless MLG door actuators
having P/N 114122014 are installed on both LH and RH sides, in
accordance with the Accomplishment Instructions of Airbus Service
Bulletin A320-32-1407, dated May 14, 2013; or Airbus Service
Bulletin A320-32-1407, Revision 01, dated July 3, 2014. As of the
effective date of this AD, use only Airbus Service Bulletin A320-32-
1407, Revision 01, dated July 3, 2014, for the actions required by
this paragraph.

(s) Retained Repetitive Inspection Exception, With No Changes

    This paragraph restates the requirements of paragraph (k) of AD
2013-16-09, with no changes. Airplanes on which the LGCIU interlink
is disconnected (Airbus Modification 155522 applied in production,
or modified in-service in accordance with the instructions of Airbus
AOT A32N001-13, dated June 24, 2013), or on which MLG door actuators
having P/N 114122014 are installed on both LH and RH sides (Airbus
Modification 153655 applied in production, or modified in-service as
described in Airbus Service Bulletin A320-32-1407), are not required
to do the actions required by paragraph (p) of this AD, provided
that the airplane is not modified to a configuration as defined in
paragraph (p) of this AD.

(t) New Revision of the AFM

    Within 14 days after the effective date of this AD, revise the
Emergency Procedure Section of the AFM to incorporate Airbus A318/
A319/A320/A321 Temporary Revision (TR) TR437, L/G GEAR NOT
DOWNLOCKED, Issue 1.0, dated May 23, 2014. When this TR has been
included in general revisions of the AFM, the general revisions may
be inserted in the AFM, provided the relevant information in the
general revision is identical to that in this TR, and the copy of
this TR may be removed from the AFM. Doing the action required by
this paragraph terminates the actions required by paragraph (i) of
this AD.

(u) New Replacement of MLG Door Actuator Having P/N 114122012

    Within 12 months after the effective date of this AD: Replace
each MLG door actuator having P/N 114122012 with a MLG door actuator
having P/N 14122014, and flush the affected hydraulic system, in
accordance with the Accomplishment Instructions of Airbus Service
Bulletin A320-32-1407, Revision 01, dated July 3, 2014; or modify
each actuator, including doing all applicable related investigative
and corrective actions, in accordance with the Accomplishment
Instructions of General Electric Service Bulletin 114122-32-105,
Revision 2, dated June 24, 2014; except where General Electric
Service Bulletin 114122-32-105, Revision 2, dated June 24, 2014,
specifies to contact the manufacturer, before further flight, repair
using a method approved by the Manager, International Branch, ANM-
116, Transport Airplane Directorate, FAA; or the European Aviation
Safety Agency (EASA); or Airbus's EASA Design Organization Approval
(DOA).

(v) New Replacement of Certain Other MLG Door Actuators

    Within 24 months after the effective date of this AD: Replace
each MLG door actuator having a part number listed in figure 3 to
paragraph (v) of this AD, except P/N 114122012, with a MLG door
actuator having P/N 14122014, and flush the affected hydraulic
system, in accordance with Accomplishment Instructions of Airbus
Service Bulletin A320-32-1407, Revision 01, dated July 3, 2014; or
modify each actuator, including doing all applicable related
investigative and corrective actions, in accordance with the
Accomplishment Instructions of General Electric Service Bulletin
114122-32-105, Revision 2, dated June 24, 2014; except where General
Electric Service Bulletin 114122-32-105, Revision 2, dated June 24,
2014, specifies to contact the manufacturer, before further flight,
repair using a method approved by the Manager, International Branch,
ANM-116, Transport Airplane Directorate, FAA; or the EASA; or
Airbus's EASA DOA.

       Figure 3 to Paragraph (v) of This AD--Affected Part Numbers
------------------------------------------------------------------------
                      Component name                         Part number
------------------------------------------------------------------------
MLG door actuator.........................................     114122006
                                                               114122007
                                                               114122009
                                                               114122010
                                                               114122011
                                                               114122012
------------------------------------------------------------------------

(w) New Terminating Action

    Modification of an airplane as required by paragraphs (u) and
(v) of this AD, as applicable, constitutes terminating action for

all repetitive actions (PFR monitoring checks and inspections)
required by this AD for that airplane.

(x) New Conditional Terminating Action

    Replacement of a MLG door actuator as required by paragraphs (m)
and (q) of this AD; or corrective actions as specified in Airbus AOT
A320-32A1390, dated February 10, 2011; or replacement of a MLG door
actuator as specified in Airbus Service Bulletin A320-32-1390,
Revision 03, dated July 13, 2014; does not constitute terminating
action for the repetitive inspections required by paragraphs (j),
(l), and (p) of this AD, unless MLG door actuators having P/N
114122014 are installed on both LH and RH sides, in accordance with
the Accomplishment Instructions of Airbus Service Bulletin A320-32-
1407, Revision 01, dated July 3, 2014.

(y) New Exception to AD Requirements

    (1) An airplane on which MLG door actuators having P/N 114122014
are installed on both LH and RH sides (Airbus Modification 153655
applied in production, or modified in service as specified in Airbus
Service Bulletin A320-32-1407, dated May 14, 2013; Airbus Service
Bulletin A320-32-1407, Revision 01, dated July 3, 2014; General
Electric Service Bulletin 114122-32-105, dated January 17, 2013; or
General Electric Service Bulletin 114122-32-105, Revision 1, dated
March 26, 2013; or General Electric Service Bulletin 114122-32-105,
Revision 2, dated June 24, 2014); is not affected by the
requirements of paragraphs (j) through (v) of this AD, provided that
no MLG door actuator with a part number in figure 3 to paragraph (v)
of this AD has been installed on that airplane since first flight,
or since modification, as applicable.
    (2) An airplane in the configuration specified in paragraph
(y)(1) of this AD, and with flight warning computers having P/N
350E053021212 (H2F7) installed (Airbus Modification 153741 applied
in production, or modified in service as specified in Airbus Service
Bulletin A320-31-1414), is not affected by the requirement of
paragraph (t) of this AD and, following modification, Airbus A318/
A319/A320/A321 TR TR437, L/G GEAR NOT DOWNLOCKED, Issue 1.0, dated
May 23, 2014 (if inserted), may be removed from the AFM of that
airplane.

(z) New Parts Installation Prohibitions

    (1) Except as specified in paragraph (z)(2) of this AD, as of
the effective date of this AD, do not install on any airplane a MLG
door actuator having a part number listed in figure 3 to paragraph
(v) of this AD.
    (2) For an airplane subject to the requirements of paragraphs
(u) and (v) of this AD, as applicable, do not install a MLG door
actuator having a part number listed in figure 3 to paragraph (v) of
this AD after modification of the airplane.
    (3) Except as specified in paragraph (z)(4) of this AD, as of
the effective date of this AD, do not install on any airplane a
flight warning computer (FWC) having a part number listed in figure
4 to paragraph (z) of this AD.
    (4) For an airplane subject to the requirements of paragraphs
(u) and (v) of this AD, as applicable, do not install a FWC having a
part number listed in figure 4 to paragraph (z) of this AD after
modification of the airplane.

       Figure 4 to Paragraph (z) of This AD--Affected Part Numbers
------------------------------------------------------------------------
               Component name                        Part number
------------------------------------------------------------------------
Flight warning computer....................           350E016187171 (C5)
                                                    350E017238484 (H1D1)
                                                    350E017248685 (H1D2)
                                                    350E017251414 (H1E1)
                                                    350E017271616 (H1E2)
                                                  350E018291818 (H1E3CJ)
                                                   350E018301919 (H1E3P)
                                                   350E018312020 (H1E3Q)
                                                    350E053020202 (H2E2)
                                                    350E053020303 (H2E3)
                                                    350E053020404 (H2E4)
                                                    350E053020606 (H2F2)
                                                    350E053020707 (H2F3)
                                                   350E053021010 (H2F3P)
                                                    350E053020808 (H2F4)
                                                    350E053020909 (H2F5)
                                                    350E053021111 (H2F6)
------------------------------------------------------------------------

(aa) Credit for Previous Actions

    (1) This paragraph provides credit for actions required by
paragraph (g) of this AD, if those actions were performed before
April 27, 2007 (the effective date of AD 2007-06-18), using Airbus
Service Bulletin A320-32-1309, dated March 7, 2006. This service
information is not incorporated by reference in this AD.
    (2) This paragraph provides credit for actions required by
paragraphs (k), (l), and (m) of this AD, if those actions were
performed before the effective date of this AD using Airbus Service
Bulletin A320-32-1390, Revision 01, dated September 21, 2011; or
Revision 02, dated October 23, 2013. Airbus Service Bulletin A320-
32-1390, Revision 01, dated September 21, 2011, was incorporated by
reference in AD 2011-13-11. Airbus Service Bulletin A320-32-1390,
Revision 02, dated October 23, 2013, is not incorporated by
reference in this AD.
    (3) This paragraph provides credit for actions required by
paragraphs (u) and (v) of this AD, if those actions were performed
before the effective date of this AD using General Electric Service
Bulletin 114122-32-105, dated January 17, 2013; or General Electric
Service Bulletin 114122-32-105, Revision 1, dated March 26, 2013.
This service information is not incorporated by reference in this
AD.

(bb) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, 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<PHONE_NUMBER>; fax<PHONE_NUMBER>. Information may be
emailed to<EMAIL_ADDRESS>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.
    (2) Required for Compliance (RC): If any Airbus service
information contains procedures or tests that are identified as RC,
those procedures and tests must be done to comply with this AD; any
procedures or tests that are not identified as RC are recommended.
Those procedures and tests that are not identified as RC may be
deviated from using accepted methods in accordance with the
operator's maintenance or inspection program without obtaining
approval of an AMOC, provided the

procedures and tests identified as RC can be done and the airplane
can be put back in a serviceable condition. Any substitutions or
changes to procedures or tests identified as RC require approval of
an AMOC.
    (3) Contacting the Manufacturer: As of the effective date of
this AD, except as specified in paragraph (j) of this AD for the use
of an alternative method to check the PFR for CFDS messages, for any
requirement in this AD to obtain corrective actions from a
manufacturer, the action must be accomplished using a method
approved by the Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA; or EASA; or Airbus's EASA DOA. If
approved by the DOA, the approval must include the DOA-authorized
signature.
    (4) Previously Approved AMOCs: AMOCs approved previously for the
AD 2011-13-11 and AD 2013-16-09 are approved as AMOCs for the
corresponding provisions of this AD.

(cc) Special Flight Permits

    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 airplane
can be modified (if the operator elects to do so), provided the MLG
remains extended and locked, and that no MLG recycle is done.

(dd) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA Airworthiness Directive 2014-0221, dated September 30,
2014, for related information. This MCAI may be found in the AD
docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-0529-0003.
    (2) For Airbus service information identified in this AD,
contact Airbus, Airworthiness Office--EIAS, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96;
fax +33 5 61 93 44 51; email<EMAIL_ADDRESS>
Internet http://www.airbus.com.
    (3) For General Electric service information identified in this
AD, contact GE Aviation, Customer Support Center, 1 Neumann Way,
Cincinnati, OH 45215; phone:<PHONE_NUMBER>; email:
<EMAIL_ADDRESS>Internet: http://www.geaviation.com.
    (4) You may view this 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.

    Issued in Renton, Washington, on August 21, 2015.
Kevin Hull,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-21730 Filed 9-21-15; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register: November 21, 2005 (Volume 70, Number 223)]
[Notices]
[Page 70085]
[DOCID:fr21no05-61]

-----------------------------------------------------------------------

DEPARTMENT OF HOMELAND SECURITY

Federal Emergency Management Agency

[FEMA-1612-DR]

Indiana; Major Disaster and Related Determinations

AGENCY: Federal Emergency Management Agency, Department of Homeland
Security.

ACTION: Notice.

-----------------------------------------------------------------------

SUMMARY: This is a notice of the Presidential declaration of a major
disaster for the State of Indiana (FEMA-1612-DR), dated November 8,
2005, and related determinations.

DATES: Effective November 8, 2005.

FOR FURTHER INFORMATION CONTACT: Magda Ruiz, Recovery Division, Federal
Emergency Management Agency, Washington, DC 20472,<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION: Notice is hereby given that, in a letter
dated November 8, 2005, the President declared a major disaster under
the authority of the Robert T. Stafford Disaster Relief and Emergency
Assistance Act, 42 U.S.C. 5121-5206 (the Stafford Act), as follows:

    I have determined that the damage in certain areas of the State
of Indiana, resulting from a tornado and severe storms on November
6, 2005, is of sufficient severity and magnitude to warrant a major
disaster declaration under the Robert T. Stafford Disaster Relief
and Emergency Assistance Act, 42 U.S.C. 5121-5206 (the Stafford
Act). Therefore, I declare that such a major disaster exists in the
State of Indiana.
    In order to provide Federal assistance, you are hereby
authorized to allocate from funds available for these purposes such
amounts as you find necessary for Federal disaster assistance and
administrative expenses.
    You are authorized to provide Individual Assistance in the
designated areas and any other forms of assistance under the
Stafford Act you may deem appropriate. Consistent with the
requirement that Federal assistance be supplemental, any Federal
funds provided under the Stafford Act for the Other Needs Assistance
under Section 408 of the Stafford Act will be limited to 75 percent
of the total eligible costs. If Public Assistance and Hazard
Mitigation are later requested and warranted, Federal funds provided
under these programs will also be limited to 75 percent of the total
eligible costs.
    Further, you are authorized to make changes to this declaration
to the extent allowable under the Stafford Act.

    The time period prescribed for the implementation of section
310(a), Priority to Certain Applications for Public Facility and Public
Housing Assistance, 42 U.S.C. 5153, shall be for a period not to exceed
six months after the date of this declaration.
    The Federal Emergency Management Agency (FEMA) hereby gives notice
that pursuant to the authority vested in the Acting Director, under
Executive Order 12148, as amended, Brad Gair, of FEMA is appointed to
act as the Federal Coordinating Officer for this declared disaster.
    I do hereby determine the following areas of the State of Indiana
to have been affected adversely by this declared major disaster:

    Vanderburgh and Warrick Counties for Individual Assistance.

(The following Catalog of Federal Domestic Assistance Numbers (CFDA)
are to be used for reporting and drawing funds: 97.030, Community
Disaster Loans; 97.031, Cora Brown Fund Program; 97.032, Crisis
Counseling; 97.033, Disaster Legal Services Program; 97.034,
Disaster Unemployment Assistance (DUA); 97.046, Fire Management
Assistance; 97.048, Individuals and Households Housing; 97.049,
Individuals and Households Disaster Housing Operations; 97.050,
Individuals and Households Program--Other Needs; 97.036, Public
Assistance Grants; 97.039, Hazard Mitigation Grant Program.)

R. David Paulison,
Acting Director, Federal Emergency Management Agency.
[FR Doc. 05-22960 Filed 11-18-05; 8:45 am]

BILLING CODE 9110-10-P


Proposed Registration of the New Material Preservative Active
Ingredient, Terbutryn

I  Proposed Decision: The Agency is proposing to register new
registrations for products containing the new active ingredient,
terbutryn.  The proposed label uses include material preservation in
joint cements, stuccos, sealants, paints, primers, sealers, and
industrial coatings. Terbutryn was initially registered by EPA in 1969
as an herbicide to control weeds in various grain crops. All terbutryn
product registrations in the U.S. were voluntarily canceled in
1990-1991.  Subsequently, Troy Chemical Corporation submitted
applications to EPA for material preservation uses. Terbutryn is an
alternative to formaldehyde as a material preservative and these
registrations are expected to lessen the chance of risks posed by
products that release formaldehyde to the extent these new products are
used.

II.  Human Health Risk Assessment Summary:  The toxicological database
for terbutryn is complete.  Terbutryn is mildly irritating to eyes and
mildly or slightly irritating to skin.  Terbutryn is not a dermal
sensitizer.  Terbutryn is of moderate acute toxicity by oral, dermal, or
inhalation routes of exposure.  In subchronic and chronic toxicity
studies, decreased body weight, body weight gain, hematological effects
and decreased food index were observed.  Normochromic anemia evidenced
by significant decreases in erythrocyte count, hemoglobin, and
hematocrit was observed and noticed in some subacute and subchronic
studies.  In the chronic toxicity study, a statistically significant and
dose-related decrease in hemoglobin and erythrocytes in females was
considered as the primary adverse effect.  Mucosal thickening of the
small intestine and submucosal lymphoid hyperplasia in the pyloric
region of the stomach were noticed in the 6-month dog study.

Acute Tox: Low to moderate acute toxicity via the oral, dermal, and
inhalation routes of exposure (Toxicity Categories III-IV).  Terbutryn
is not a dermal irritant or sensitizer.

Developmental Tox: Not teratogenic to either species (rabbit or rat),
based upon decreased food consumption increased food index, decreased
body weight gain and stool, changes in rabbits skeletal variations in
developing fetuses were present at doses causing maternal toxicity (i.e.
diarrhea, decreased body weight, decreased body-weight gain).

Repro. Tox: No reproductive effects were reported.

Neurotoxicity:  There is no neurotoxicity study available on technical
terbutryn.  However, no signs of neurotoxicity were observed in the
sub-chronic, chronic, developmental and reproductive toxicity studies
with terbutryn.  There is no evidence that the nervous system is a
target.

Carcinogenicity: The Scientific Advisory Panel (SAP) concluded “tumors
were induced at multiple sites on at the highest dose, which exceeded a
maximum tolerated dose (MTD).  Good dose-response data were not
available due to the large spread between doses.  Therefore the panel
believes that an interim category C is appropriate, but that this could
be reduced to a category D if negative data from ore appropriate doses
were submitted.  Furthermore, the panel does not believe a quantitative
risk assessment (for the carcinogenic effects) is justified since
positive tumor Data occurred only at doses that exceeded the MTD”.

The FQPA Safety Factor : The data on developmental and reproductive
toxicity of terbutryn (two developmental toxicity studies and one
multi-generation reproduction toxicity study) showed no indication of
developmental or reproductive toxicity to offspring from in utero or
post-natal exposure to terbutryn. Also, there are no indications of
neurotoxicity of terbutryn from the

available subchronic, developmental, or reproductive toxicity data. The
Agency has no

residual uncertainties regarding age-related sensitivities for women of
child bearing age

or infants and children based on the absence of sensitivity observed in
the developmental and reproductive toxicity studies for terbutryn. In
addition, there are no residual uncertainties regarding exposure as
conservative model inputs have been used to estimate exposures to
terbutryn in drinking water.For these reasons, the default 10x FQPA
Safety Factor was reduced to 1x.

Aggregate Risk:  An aggregate risk assessment considers food, drinking
water and residential sources of exposure. There are no registered food
uses. For both children and adults, the adverse effects in the studies
used to assess residential dermal and inhalation risks (decreased body
weight and body weight gain) are different than the effects in the
chronic toxicity study (decreased hemoglobin and erythrocytes) used in
the chronic drinking water assessment, aggregation of chronic drinking
water and residential risks is not appropriate. A short- and
intermediate-term aggregate risk assessment was conducted for terbutryn
for both occupational handlers and residential handlers.  Dermal and
inhalation exposures for these populations were aggregated, as the
studies and endpoints selected for the dermal and inhalation routes are
the same.

Drinking Water Assessment:  Drinking water consumption and risk were
based on a DEEM-FCID-NHANESIWWEIA (2003-2008) model run using the 18 ppb
EEC level and the cPAD of 0.001. The results indicate that, even with an
extremely conservative estimate of the terbutryn level in drinking
water, all infants were at 97% of the cPAD, children 1-2 were at 54% of
the cPAD, and the total U.S. population was at 38% of the cPAD. When the
somewhat more refined EEC of 9 ppb is modeled, these apparent risks
decline to 49%, 27%, and 19%, respectively.

Occupational and Residential Risk: Risk to commercial and residential
painters applying in-can preservatives in paint are not of concern.
Occupational exposures to workers during the manufacturing process of
mixing and loading terbutryn into joint cements, coatings (e.g.,
paints), sealants, and stuccos are not expected to be of concern
provided the worker wears dermal and inhalation personal protective
equipment (PPE). Dermal PPE would include chemical resistant gloves,
long-sleeve shirts and gloves for both liquid and wettable powder
products. Inhalation PPE would include half face respirator with
appropriate cartridges and/or filters. Inhalation PPE is only required
for workers mixing/loading products that are formulated as wettable
powders.

III.  Environmental Fate/Ecological Risk Assessment Summary:

Environmental Fate: Persistence: Terbutryn is considered
moderately-persistent to persistent in aerobic and anaerobic conditions
with half-lives of 35-169 days and moderately persistent to persistent
in soil with a half-life of 67 days in aerobic soil.

Mobility: Terbutryn is moderately mobile to immobile in aerobic and
anaerobic conditions with reported organic carbon partitioning
coefficients ranging from 1,490-12,442 L/KG-oc indicating a potential to
absorb on to particles and bind to sediments.

Mode of Degradation: Terbutryn degrades primarily by photodegradation in
shallow, clear, well-mixed water. Under other conditions, aerobic
metabolism is expected to be the primary route of degradation. Terbutryn
also degrades slowly under conditions of aerobic and anaerobic aquatic
metabolism. There is no evidence of degradation via hydrolysis.   The
major degradates include compounds with intact triazine rings and loss
of side chains.

Ecological risk: Birds: Submitted acute oral and subacute dietary
toxicity data for birds indicate that terbutryn is essentially nontoxic
acutely to birds and ducks.

Mammals: Practically non-toxic to small mammals. No LOCs were exceeded.

Terrestrial: There is no exposure to terrestrial organisms at the use
site (i.e., manufacturing facilities).  Additionally, in-service use of
joint cements, coatings (e.g., paints), sealants, and stuccos preserved
with terbutyrn is considered to have insignificant or minimal exposure
because application sites are not habitat for terrestrial organisms and
bioaccumulation in the food chain is not considered a route of concern.

Fish and Aquatic Invertebrate:  All RQs for fish and aquatic
invertebrates as well as aquatic plants were below LOC values, and
therefore the proposed use in paints does not create any apparent
ecological risks of concern.  The other proposed material preservative
uses are expected to have similar (e.g., stucco) or lower exposure and
therefore similar or lower environmental risks than the modeled outdoor
architectural paint scenario.

IV.  Risk Mitigation: Workers involved in the manufacturing process of
mixing and loading terbutryn into joint cements, coatings (e.g.,
paints), sealants, and stuccos, must wear chemical resistant gloves,
long-sleeve shirts and gloves for both liquid and wettable powder
products. Inhalation PPE including half face respirator with appropriate
cartridges and/or filters is also necessary for workers involved in the
manufacturing process that use wettable powders.

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