[Federal Register Volume 90, Number 157 (Monday, August 18, 2025)]
[Rules and Regulations]
[Pages 40032-40035]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2025-15686]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2025-0342; Project Identifier MCAI-2024-00477-T;
Amendment 39-23103; AD 2025-16-05]
RIN 2120-AA64
Airworthiness Directives; Airbus SAS Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Airbus SAS Model A300 B4-2C, A300 B4-203, A300 B4-603, A300 B4-
605R, A300 B4-622, A300 B4-622R, and A300 F4-605R airplanes. This AD
was prompted by reports of cracking of the main landing gear (MLG)
support rib 5 lower flange on certain modified airplanes due to
incorrect accomplishment of modification instructions. This AD requires
a special detailed inspection (geometrical inspection) of the MLG rib 5
lower flange holes on the left-hand wing and right-hand wing and repair
if necessary. The FAA is issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective September 22, 2025.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of September
22, 2025.
ADDRESSES:
[[Page 40033]]
AD Docket: You may examine the AD docket at regulations.gov under
Docket No. FAA-2025-0342; or in person at Docket Operations between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this final rule, the mandatory continuing airworthiness
information (MCAI), any comments received, and other information. The
address for Docket Operations is U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue SE, Washington, DC 20590.
Material Incorporated by Reference:
For European Union Aviation Safety Agency (EASA) material
identified in this AD, contact EASA, Konrad-Adenauer-Ufer 3, 50668
Cologne, Germany; telephone +49 221 8999 000; email [email protected].
You may find this material on the EASA website at ad.easa.europa.eu.
You may view this material at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St., Des
Moines, WA. For information on the availability of this material at the
FAA, call 206-231-3195. It is also available at regulations.gov under
Docket No. FAA-2025-0342.
FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aviation Safety Engineer,
FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206-231-3225;
email: [email protected].
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to certain Airbus SAS
Model A300 B4-2C, A300 B4-203, A300 B4-603, A300 B4-605R, A300 B4-622,
A300 B4-622R, A300 C4-203, A300 C4-620, A300 F4-203, A300 F4-605R, and
A300 F4-608ST airplanes. The NPRM was published in the Federal Register
on March 12, 2025 (90 FR 11815). The NPRM was prompted by AD 2024-0162,
dated August 20, 2024 (EASA AD 2024-0162) (also referred to as the
MCAI), issued by EASA, which is the Technical Agent for the Member
States of the European Union. The MCAI states that as a result of in-
service cracking in an MLG attachment fitting at rib 5, the gear rib 5
lower flange area is the subject of two consecutive mandated retrofit
modifications (mandated by EASA AD 2011-0029, dated February 24, 2011
(which corresponds to FAA AD 2012-01-05, Amendment 39-16917 (77 FR
26937, May 8, 2012)) and EASA AD 2011-0028, dated February 24, 2011
(for Model A300 F4-608ST airplanes)) to increase the corner radius,
diameter, and depth of the critical spotfaces in order to decrease the
stress level generated in the structure. Following occurrences of lower
flange cracking reported on airplanes in mandated retrofit post-
modification but production pre-modification 11912 configuration,
Airbus published an all operators telex (AOT) to require a one-time
fluorescent penetrant inspection for cracks of all pre-modification
Airbus 11912 airplanes. Airbus conducted an additional investigation
after that AOT was published and determined the root cause of the
cracking was the incorrect accomplishment of the instructions of a
modification service bulletin, leading to deviation from approved
design. This condition, if not detected and corrected, could reduce the
structural integrity of the airplane.
In the NPRM, the FAA proposed to require a special detailed
inspection (geometrical inspection) of the MLG rib 5 lower flange holes
on the left-hand wing and right-hand wing and repair if necessary, as
specified in EASA AD 2024-0162. The FAA is issuing this AD to address
the unsafe condition on these products.
You may examine the MCAI in the AD docket at regulations.gov under
Docket No. FAA-2025-0342.
Discussion of Final Airworthiness Directive
Comments
The FAA received comments from FedEx Express and ProTech Aero
Services Limited who supported the NPRM without change.
The FAA received additional comments from one anonymous commenter,
several of which are outside the scope of the NPRM. The following
presents the relevant comments received on the NPRM and the FAA's
response to each comment.
Request for Clarification on Remarks Section
The commenter requested that the FAA clarify whether the exception
in paragraph (h)(2) of the proposed AD excludes any critical safety
information from the Remarks section of the EASA AD that should be
considered.
During development of the NPRM, the FAA reviewed the Remarks
section of EASA AD 2024-0162 and determined that it does not contain
any safety critical information. No change to this AD is necessary in
this regard.
Request for Clarification Flexibility for Small Operators
The commenter asked if the FAA will provide additional technical
support or compliance flexibility to smaller carriers
disproportionately affected by costly repair mandates.
During development of the NPRM, the FAA determined that the
proposed rule would not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act. Further, the FAA did not receive any
comments on the proposal from small air carriers regarding their
ability to comply with the requirements or the economic impact.
Therefore, the FAA does not foresee the need to provide any additional
support or flexibility beyond what is normally provided under the FAA's
regulatory and oversight responsibilities. No change to this AD is
necessary in this regard.
Request for Clarification on Aircraft Converted to Cargo
An anonymous commentator asked if the FAA will assess whether A300
airplanes converted to cargo airplanes have different stress profiles
that could accelerate flange cracking, and if so, whether supplementary
inspections are needed.
The FAA will adhere to its bilateral agreement with EASA. Should
EASA notify the FAA that further action is necessary to address the
unsafe condition on any Model A300 airplane, the FAA would at that time
evaluate the need for rulemaking. No change to this AD is necessary in
this regard.
Conclusion
These products have been approved by the civil aviation authority
of another country and are approved for operation in the United States.
Pursuant to the FAA's bilateral agreement with this State of Design
Authority, that authority has notified the FAA of the unsafe condition
described in the MCAI referenced above. The FAA reviewed the relevant
data, considered any comments received, and determined that air safety
requires adopting this AD as proposed. Accordingly, the FAA is issuing
this AD to address the unsafe condition on these products. Except for
minor editorial changes, this AD is adopted as proposed in the NPRM.
None of the changes will increase the economic burden on any operator.
Material Incorporated by Reference Under 1 CFR Part 51
The FAA reviewed EASA AD 2024-0162, which specifies procedures for
performing a one-time geometrical inspection of the spotfaces of the
MLG rib 5 lower flange holes on the left-hand wing and right-hand wing
to assess
[[Page 40034]]
geometric compliance to a terminating modification, including a
spotface geometry check using ``GO/NO-GO'' gauges, and repair. This
material 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.
Costs of Compliance
The FAA estimates that this AD affects 128 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs for Required Actions
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Labor cost Parts cost Cost per product Cost on U.S. operators
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137 work-hours x $85 per hour = $11,645............ $0 $11,645 $1,490,560
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The FAA has received no definitive data on which to base the cost
estimates for the on-condition repair specified in this 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.
The FAA is 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
This AD will not have federalism implications under Executive Order
13132. This AD 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.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, and
(3) 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 Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 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 adding the following new airworthiness
directive:
2025-16-05 Airbus SAS: Amendment 39-23103; Docket No. FAA-2025-0342;
Project Identifier MCAI-2024-00477-T.
(a) Effective Date
This airworthiness directive (AD) is effective September 22,
2025.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Airbus SAS Model A300 B4-2C, A300 B4-203,
A300 B4-603, A300 B4-605R, A300 B4-622, A300 B4-622R, and A300 F4-
605R airplanes, certificated in any category, as identified in
European Union Aviation Safety Agency (EASA) AD 2024-0162, dated
August 20, 2024 (EASA AD 2024-0162).
(d) Subject
Air Transport Association (ATA) of America Code 57, Wings.
(e) Unsafe Condition
This AD was prompted by reports of cracking of the main landing
gear (MLG) support rib 5 lower flange on certain modified airplanes
due to incorrect accomplishment of modification instructions. The
FAA is issuing this AD to address such cracking, which, if not
addressed, could result in reduced structural integrity of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Requirements
Except as specified in paragraph (h) of this AD: Comply with all
required actions and compliance times specified in, and in
accordance with, EASA AD 2024-0162.
(h) Exceptions to EASA AD 2024-0162
(1) Where EASA AD 2024-0162 refers to its effective date, this
AD requires using the effective date of this AD.
(2) This AD does not adopt the ``Remarks'' section of EASA AD
2024-0162.
(i) No Reporting Requirement
Although the material referenced in EASA AD 2024-0162 specifies
to submit certain information to the manufacturer, this AD does not
include that requirement.
(j) Additional AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager, AIR-
520, Continued Operational Safety Branch, 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 responsible Flight Standards Office,
as appropriate. If sending information directly to the manager of
the Continued Operational Safety Branch, send it to the attention of
the person identified in paragraph (k) of this AD and email to:
[email protected]. Before using any approved AMOC, notify your
appropriate principal inspector, or lacking a principal inspector,
the manager of the responsible Flight Standards Office.
(2) Contacting the Manufacturer: For any requirement in this AD
to obtain instructions from a manufacturer, the instructions must be
accomplished using a method approved by the Manager, AIR-520,
Continued Operational Safety Branch, FAA; or EASA; or Airbus SAS's
EASA Design Organization Approval (DOA). If approved by the DOA, the
approval must include the DOA-authorized signature.
(3) Required for Compliance (RC): Except as required by
paragraphs (i) and (j)(2) of this AD, if any material 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
[[Page 40035]]
be done and the airplane can be put back in an airworthy condition.
Any substitutions or changes to procedures or tests identified as RC
require approval of an AMOC.
(k) Additional Information
For more information about this AD, contact Dan Rodina, Aviation
Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198;
phone: 206-231-3225; email: [email protected].
(l) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference of the material listed in this paragraph
under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this material as applicable to do the actions
required by this AD, unless this AD specifies otherwise.
(i) European Union Aviation Safety Agency (EASA) AD 2024-0162,
dated August 20, 2024.
(ii) [Reserved]
(3) For EASA material identified in this AD, contact EASA,
Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221
8999 000; email [email protected]. You may find this material on
the EASA website at ad.easa.europa.eu.
(4) You may view this material at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St.,
Des Moines, WA. For information on the availability of this material
at the FAA, call 206-231-3195.
(5) You may view this material at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations or email [email protected].
Issued on August 4, 2025.
Peter A. White,
Deputy Director, Integrated Certificate Management Division, Aircraft
Certification Service.
[FR Doc. 2025-15686 Filed 8-15-25; 8:45 am]
BILLING CODE 4910-13-P