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Rule2025-21479

Airworthiness Directives; Airbus SAS Airplanes

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Published

November 28, 2025

Effective

January 2, 2026

Issuing agencies

Transportation DepartmentFederal Aviation Administration

Abstract

The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of mechanical noises originating from the nose landing gear (NLG) shock absorber during ground maneuvers. This AD requires repetitive inspections (i.e., steering checks) of the NLG shock absorber and applicable on-condition actions. This AD also limits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.

Full Text

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<title>Federal Register, Volume 90 Issue 227 (Friday, November 28, 2025)</title>
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[Federal Register Volume 90, Number 227 (Friday, November 28, 2025)]
[Rules and Regulations]
[Pages 54549-54552]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2025-21479]

[[Page 54549]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2025-0912; Project Identifier MCAI-2024-00571-T;
Amendment 39-23178; AD 2025-22-01]
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 all
Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by
reports of mechanical noises originating from the nose landing gear
(NLG) shock absorber during ground maneuvers. This AD requires
repetitive inspections (i.e., steering checks) of the NLG shock
absorber and applicable on-condition actions. This AD also limits the
installation of affected parts under certain conditions. The FAA is
issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective January 2, 2026.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of January 2,
2026.

ADDRESSES:
AD Docket: You may examine the AD docket at <a href="http://regulations.gov">regulations.gov</a> under
Docket No. FAA-2025-0912; 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:
<bullet> 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 <a href="/cdn-cgi/l/email-protection#9ddcd9eeddf8fceefcb3f8e8eff2edfcb3f8e8">[email&#160;protected]</a>.
You may find this material on the EASA website at ad.easa.europa.eu.
<bullet> 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 <a href="http://regulations.gov">regulations.gov</a> under
Docket No. FAA-2025-0912.

FOR FURTHER INFORMATION CONTACT: Stefanie Roesli, Aviation Safety
Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206-
231-3964; email: <a href="/cdn-cgi/l/email-protection#d9aaadbcbfb8b7b0bcf7b7f7abb6bcaab5b099bfb8b8f7beb6af">[email&#160;protected]</a>.

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 all Airbus SAS Model
A350-941 and -1041 airplanes. The NPRM was published in the Federal
Register on May 21, 2025 (90 FR 21702). The NPRM was prompted by AD
2025-0093, dated April 24, 2025 (EASA AD 2025-0093) (also referred to
as the MCAI), issued by EASA, which is the Technical Agent for the
Member States of the European Union. The MCAI reports instances of
mechanical noises originating from the NLG shock absorber during ground
maneuvers. Further analysis traced these noises to higher than expected
friction between the lower bearing carrier (LBC) and the main fitting
of the sliding tube. This friction may cause deformation of the LBC's
anti-rotation tabs, leading to relative movement between the LBC and
the main fitting. As a result, wear on the corrosion protection coating
of the main fitting may occur due to subsequent movement of the
retainer ring positioned between these components, which could lead to
corrosion of the NLG main fitting.
In the NPRM, the FAA proposed to require repetitive inspections
(i.e., steering checks) of the NLG shock absorber and applicable on-
condition actions and limit the installation of affected parts under
certain conditions, as specified in EASA AD 2025-0093. The FAA is
issuing this AD to address higher than expected friction on the NLG
shock absorber LBC, which could result in deformation of the LBC's
anti-rotation tabs and consequent corrosion of the NLG main fitting.
The unsafe condition, if not addressed, could lead to structural
failure of the NLG, which may result in damage to the airplane and
injury to occupants.
You may examine the MCAI in the AD docket at <a href="http://regulations.gov">regulations.gov</a> under
Docket No. FAA-2025-0912.

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 those comments and the FAA's responses.

Request To Clarify if a Certain Service Bulletin Provides Terminating
Action

Delta requested the FAA clarify whether modifications performed
using Liebherr Service Bulletin 6407A-32-01, dated May 27, 2025, and
any future service bulletin modifications may be used as terminating
action for the requirements of the proposed AD. Delta noted that the
Liebherr service bulletin provides instructions for modifying certain
affected parts to not affected parts, which effectively changes a Group
1 or 3 airplane to a Group 4 airplane. Delta noted that EASA AD 2025-
0093 specifies Group 4 airplanes are only subject to the parts
prohibition requirement. Delta asserted that the intent of the affected
part, not affected part, and group definitions is to allow retrofit of
an airplane to become a Group 4 airplane once a modification is
developed, such as the one in the Liebherr service bulletin. Delta also
asked whether other methods, such as other Airbus service bulletins or
replacement of a NLG assembly with one that does not have affected
parts installed, could similarly be used to convert a Groups 1 through
3 airplane to a Group 4 airplane.
The FAA acknowledges that if an ``Affected part'' is replaced with
a ``Not affected part,'' then the airplane would become a Group 4
airplane per the definitions in EASA AD 2025-0093 and the repetitive
checks and reporting would no longer need to be accomplished for that
airplane. However, the FAA has not received or reviewed Liebherr
Service Bulletin 6407A-32-01 to determine if accomplishing the
modification in that service bulletin is acceptable as a terminating
action for the repetitive checks and reporting required by this AD.
Further, the FAA has not received, reviewed, or approved any other
service information that would potentially provide a terminating
action. Therefore, the FAA declines to revise this AD to allow the
Liebherr service bulletin as a terminating action. However, under the
provisions of paragraph (i)(1) of this AD, an operator may propose
terminating action as an alternative method of compliance (AMOC) for
the requirements of this AD. If sufficient substantiating data is
provided and an equivalent level of safety is demonstrated, the FAA may
approve such AMOC requests to allow for

[[Page 54550]]

termination of the required actions in this AD. The FAA has not changed
the AD in response to this comment.

Request To Remove Reporting Requirement

Delta requested the FAA add a paragraph to the proposed AD stating
that the reporting requirement specified in paragraph (5) of EASA AD
2025-0093 is not adopted. Delta reasoned that reporting is not
necessary since Airbus does not need to collect additional data to
determine the root cause or final solution because EASA AD 2025-0093
already identifies a final solution in the ``Not affected part''
definition; and that such parts can be installed in service using
Liebherr Service Bulletin 6407A-32-01, dated May 27, 2025. Delta also
reasoned reporting is not necessary because there is no list of bad
serial numbers, so Airbus does not need to maintain a bad parts pool.
Delta concluded that, while Airbus may want operators to continue
reporting to assist with tracking spare parts, the reporting
requirement does not appear to contribute to an enhanced level of
safety.
The FAA disagrees with removing the reporting requirement from this
AD. The FAA notes that reporting is required only if there is a
discrepancy as specified in paragraph (5) of EASA AD 2025-0093.
Although the EASA AD identifies ``not affected'' parts, the EASA AD
does not indicate that a final fix or permanent solution has been
developed. Further, the FAA has received no information indicating that
Airbus has established a terminating action at this time. Therefore,
the FAA considers the reporting requirement necessary to continue
gathering data relevant to the unsafe condition. However, the FAA has
added a new paragraph (h)(4) to this AD to provide a 30-day grace
period for operators who may have accomplished the steering check
before the effective date of the AD.

Request To Clarify Which Instructions Are Required for Compliance

Delta requested the FAA clarify which portions of Airbus Alert
Operators Transmission (AOT) A32P031-24, Revision 04, dated March 11,
2025, are required for compliance with the proposed AD. Delta noted the
AOT indicates section 5.6, including the flowchart, is labeled as
required for compliance (RC). Delta also noted EASA AD 2025-0093
specifies accomplishing a steering check of the affected part and
applicable corrective actions in accordance with the instructions of
the AOT. Delta interprets this to mean that only the portions of the
AOT related to the steering check and corrective actions are required.
Delta expressed concern with the first question in the flowchart, which
asks whether the NLG secondary seal was activated before installation.
Delta stated this question cannot reliably be answered because the
mechanic inspecting the NLG will have no knowledge, and there might be
no maintenance record, of why the seal was changed. Delta asserted
that, if the flowchart is required, the AOT should include a procedure
for this question to determine why the seal was changed. Delta also
expressed concern with the instruction in the flowchart to replace the
NLG shock absorber dynamic seals per a certain maintenance plan task
within the compliance time of the AOT. Delta asserted that the AOT does
not specify the compliance time for this action. Delta stated that if
the flowchart is RC, then the proposed AD should be revised to include
a procedure to determine why the secondary seal was activated and a
compliance time for replacement of the NLG shock absorber dynamic
seals.
The FAA notes that the flowchart in section 5.6 of the AOT is RC.
Paragraph (g) of this AD mandates compliance with all required actions
and compliance times specified in, and in accordance with, the EASA AD,
which in turn references the AOT. Therefore, all sections of the AOT
that are labeled as RC, including the flowchart in section 5.6, are
required for compliance with this AD.
The FAA acknowledges the commenter's concern about assessing the
cause of secondary seal activation but disagrees with revising this AD
to add a procedure to address it. The FAA considers it reasonable to
expect operators to determine, through maintenance record review,
whether the activation was due to primary seal leakage or another
reason. The FAA notes that operators are required to maintain adequate
records (per 14 CFR 91.417) to make such determinations and apply the
flowchart accordingly.
Regarding the compliance time in the flowchart related to
replacement of the NLG shock absorber dynamic seals, the compliance
times specified in this AD take precedence. Specifically, the dynamic
seal replacement must be completed within the compliance time
established for the initial steering check. 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, 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 2025-0093, which specifies procedures for
repetitive inspections (i.e., steering checks) for relative movement
between the LBC and the main fitting and applicable on-condition
actions. The on-condition actions include activating the secondary
seal, inspecting and applying torque to the nose landing gear seal
changeover valve, inspecting the ring groove for corrosion, and
repairing any corrosion. EASA AD 2025-0093 also specifies reporting the
results of each check where a discrepancy was identified to the
manufacturer and limits the installation of affected parts, for
airplanes with an affected part installed, unless the steering check
has been completed. For airplanes that do not have an affected part
installed, EASA AD 2025-0093 prohibits installing an affected part.
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 this AD an interim action. If final action is
later identified, the FAA might consider further rulemaking then.

Costs of Compliance

The FAA estimates that this AD affects 33 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:

[[Page 54551]]

Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspection..................... Up to 4 work-hours x $0 Up to $340 per Up to $11,220 per
$85 per hour = $340 inspection cycle. inspection cycle.
per inspection cycle.
----------------------------------------------------------------------------------------------------------------

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

Estimated Costs of On-Condition Actions
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Corrective actions................. Up to 11 work-hours x $85 Up to $2,000.......... Up to $2,935.
per hour = $935.
Reporting.......................... 1 work-hour x $85 per hour $0.................... $85.
= $85.
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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.

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:

2025-22-01 Airbus SAS: Amendment 39-23178; Docket No. FAA-2025-0912;
Project Identifier MCAI-2024-00571-T.

(a) Effective Date

This airworthiness directive (AD) is effective January 2, 2026.

(b) Affected ADs

None.

This AD applies to all Airbus SAS Model A350-941 and -1041
airplanes, certificated in any category.

(d) Subject

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

(e) Unsafe Condition

This AD was prompted by reports of higher than expected friction
on the nose landing gear (NLG) shock absorber lower bearing carrier
(LBC), which could result in deformation of the LBC's anti-rotation
tabs and consequent corrosion of the NLG main fitting. The unsafe
condition, if not addressed, could lead to structural failure of the
NLG, which could result in damage to the airplane and injury to
occupants.

(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, European Union Aviation Safety Agency (EASA) AD
2025-0093, dated April 24, 2025 (EASA AD 2025-0093).

(h) Exceptions to EASA AD 2025-0093

(1) Where EASA AD 2025-0093 refers to its effective date, this
AD requires using the effective date of this AD.
(2) Where EASA AD 2025-0093 refers to October 4, 2024 (the
effective date of EASA AD 2024-0188), this AD requires using the
effective date of this AD.
(3) Where paragraph (2) of EASA AD 2025-0093 specifies ``within
the compliance time(s) specified therein'', this AD requires

[[Page 54552]]

replacing that text with ``before further flight''.
(4) Paragraph (5) of EASA AD 2025-0093 specifies to report
inspection results to Airbus within a certain compliance time. For
this AD, report inspection results at the applicable time specified
in paragraph (4)(i) or (ii) of this AD.
(i) If the steering check was done on or after the effective
date of this AD: Submit the report within 30 days after the steering
check.
(ii) If the inspection was done before the effective date of
this AD: Submit the report within 30 days after the effective date
of this AD.
(5) This AD does not adopt the ``Remarks'' section of EASA AD
2025-0093.

(i) 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 (j) of this AD and email to:
<a href="/cdn-cgi/l/email-protection#bafbf7f5f9fadcdbdb94ddd5cc">[email&#160;protected]</a>. 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, 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
paragraph (i)(2) of this AD, if any material referenced in EASA AD
2025-0093 contains paragraphs that are labeled as RC, the
instructions in RC paragraphs, including subparagraphs under an RC
paragraph, must be done to comply with this AD; any paragraphs,
including subparagraphs under those paragraphs, that are not
identified as RC are recommended. The instructions in paragraphs,
including subparagraphs under those paragraphs, 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 instructions identified as RC can
be done and the airplane can be put back in an airworthy condition.
Any substitutions or changes to instructions identified as RC
require approval of an AMOC.

(j) Additional Information

For more information about this AD, contact Stefanie Roesli,
Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA
98198; phone: 206-231-3964; email: <a href="/cdn-cgi/l/email-protection#c5b6b1a0a3a4abaca0ebabebb7aaa0b6a9ac85a3a4a4eba2aab3">[email&#160;protected]</a>.

(k) 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 2025-0093,
dated April 24, 2025.
(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 <a href="/cdn-cgi/l/email-protection#d59491a695b0b4a6b4fbb0a0a7baa5b4fbb0a0">[email&#160;protected]</a>; website easa.europa.eu. 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 <a href="http://www.archives.gov/federal-register/cfr/ibr-locations">www.archives.gov/federal-register/cfr/ibr-locations</a>, or email <a href="/cdn-cgi/l/email-protection#2244500c4b4c51524741564b4d4c624c4350430c454d54">[email&#160;protected]</a>.

Issued on October 27, 2025.
Lona C. Saccomando,
Acting Deputy Director, Integrated Certificate Management Division,
Aircraft Certification Service.
[FR Doc. 2025-21479 Filed 11-26-25; 8:45 am]
BILLING CODE 4910-13-P

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