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 A350-941 airplanes. The NPRM was published in the Federal Register on March 30, 2026 (91 FR 15569). The NPRM was prompted by EASA AD 2025-0150, dated July 14, 2025 (EASA AD 2025-0150) (also referred to as the ( printed page 72395) MCAI), issued by EASA, which is the Technical Agent for the Member States of the European Union. The MCAI states an occurrence was reported of a missing MLG brake rod center pin nut sub-assembly detected during an inspection. Further investigation revealed severe corrosion on the threads and splines of the MLG brake rod center pin and nut sub-assemblies that could have led to the detachment of the MLG brake rod center pin nut sub-assembly. This condition, if not addressed, could prevent the extension of the MLG, possibly resulting in damage to the airplane and injury to occupants.

In the NPRM, the FAA proposed to require, depending on airplane configuration, inspection of the MLG brake rod center pin nut, lock ring, and end plate, inspection of the MLG brake rod center pin and nut, and applicable corrective actions, as specified in EASA AD 2025-0150. The proposed AD also required additional work for certain airplanes, as specified in EASA AD 2025-0150. 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-2026-2729.

Discussion of Final Airworthiness Directive Comments

The FAA received a comment from the Air Line Pilots Association, International (ALPA) who supported the NPRM without change.

The FAA received additional comments from Delta Air Lines (Delta). The following presents the comments received on the NPRM and the FAA's response to each comment.

Request To Allow Alternative Subtasks

Delta requested the FAA add an exception in paragraph (h) of the proposed AD to allow use of the applicable subtasks to Aircraft Maintenance Manual (AMM) Task A350-A-32-11-62-01001-720A-A, instead of requiring only Subtask 321162-40100060004 to Task A350-A-32-11-62-01001-720A-A. Delta stated the referenced subtask is not applicable to all affected Airbus SAS Model A350-941 airplanes. Delta also stated that the referenced steps to Subtask 321162-40100060004 are correct, so using only the step references will allow operators to use the applicable subtask.

The FAA agrees and has added a new exception in paragraph (h)(4) of this AD accordingly.

Request To Allow Other Paint Repair Procedures

Delta requested the FAA add an exception in paragraph (h) of the proposed AD to specify that the note in Airbus Alert Operators Transmission (AOT) A32P034-24, Revision 01, dated May 27, 2025 (the AOT), for repairing any paint damage, provides an accepted procedure, not a required procedure. Delta stated the procedure in that note requires using paint and primer products that are not available to Delta, and that Airbus clarified that the note directing the operator to use certain vendor service information for repairing any paint damage is a general repair instruction and is intended only to guide operators in restoring paint damage. Delta also stated that Airbus confirmed operators may follow standard repair processes via other documentation and that they have no objections to Delta's approved external paint repair process.

The FAA disagrees with this request. The FAA reviewed Airbus's response to Delta and determined that an alternative method of compliance (AMOC) is required to repair paint damage using other methods not specified in the vendor service information referenced in the AOT. Although Airbus has no objection to Delta restoring the paint damage using its approved repair process, the note in the AOT resides under a paragraph designated as Required for Compliance (RC), and that note specifies to repair any damage to paint “in accordance with” certain vendor service information. Additionally, the FAA does not consider it appropriate to include provisions in an AD applicable only to a single operator's unique maintenance practices. However, under the provisions of paragraph (i)(1) of this AD, an alternative method of compliance (AMOC) may be requested for a deviation to any procedures identified as required for compliance in the service information. The FAA has not changed the AD 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, and any other changes described previously, 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

EASA AD 2025-0150 specifies procedures for detailed visual inspection of the right-hand (RH) and left-hand (LH) MLG brake rod center pin nut, lock ring, and end plate for discrepancies (which include damage to the painted surface, the sealant, or the lockwire; gaps or separations in the sealant; or external corrosion) and applicable corrective actions; and detailed visual inspection of the RH and LH MLG brake rod center pin and nut for discrepancies (which include corrosion of the pin or nut threads, damage or distortion of the threads and splines, deep gouges or scratches penetrating the surface protection, exposure of base material, or need for repair of the cadmium plating), and applicable corrective actions. Corrective actions include replacement of the brake rod pin sub-assembly.

EASA AD 2025-0150 introduces additional work for airplanes with any MLG brake rod pin sub-assembly that has been reinstalled without reinstalling lockwire and applying sealant. The additional work is contacting Airbus for instructions and accomplishing those instructions. EASA AD 2025-0150 also specifies reporting the results of the inspections (including no findings) to the manufacturer.

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.

Interim Action

The FAA considers that this AD is an interim action.

Costs of Compliance

The FAA estimates that this AD affects 3 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: ( printed page 72396)

The FAA estimates the following costs to do any necessary on-condition action that would be required based on the results of any required actions. The FAA has no way of determining the number of aircraft that might need this on-condition action:

Paperwork Reduction Act

A federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be subject to a penalty for failure to comply with a collection of information subject to the requirements of the Paperwork Reduction Act unless that collection of information displays a currently valid OMB Control Number. The OMB Control Number for this information collection is 2120-0056. Public reporting for this collection of information is estimated to take approximately 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. All responses to this collection of information are mandatory. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to: Information Collection Clearance Officer, Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX 76177-1524.

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.

The Amendment

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