Discussion \n\n\n\tThe FAA issued AD 2019-03-18, Amendment 39-19570 (84 FR 7804, March 5, 2019) (AD 2019-03-18), which applied to all Airbus SAS Model A318- 111, -112, -121, and -122 airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; and Model A320-211, -212, -214, - 216, -231, -232, and -233 airplanes. AD 2019-03-18 required repetitive general visual inspections of the MLG sliding tubes for cracks, and replacement if necessary. The FAA issued AD 2019-03-18 to address cracks on the MLG sliding tubes, which could cause MLG sliding tube fracture, and could result in the MLG collapsing, damage to the airplane, and injury to occupants. \n\nActions Since AD 2019-03-18 Was Issued \n\n\n\tSince the FAA issued AD 2019-03-18, additional MLG sliding tubes have been identified that might also have been subject to the same improperly performed magnetic particle inspection. \n\tThe EASA, which is the Technical Agent for the Member States of the European Union, has issued EASA AD 2020-0258, dated November 18, 2020; corrected November 19, 2020 (EASA AD 2020-0258) (also referred to as the Mandatory Continuing Airworthiness Information, or the MCAI), to correct an unsafe condition for all Airbus SAS Model A318-111, A318- 112, A318-121, A318-122, A319-111, A319-112, A319-113, A319-114, A319- 115, A319-131, A319-132, A319-133, A320-211, A320-212, A320-214, A320- 215, A320-216, A320-231, A320-232 and A320-233 airplanes. EASA AD 2020- 0258 supersedes EASA AD 2018-0136, dated June 26, 2018 (which corresponds to FAA AD 2019-03-18). Model A320-215 airplanes are not certificated by the FAA and are not included on the U.S. type certificate data sheet; this AD, therefore, does not include those airplanes in the applicability. \n\tThis AD was prompted by reports of cracks found on additional MLG sliding tubes that may have been subject to the same improperly performed magnetic particle inspection. The FAA is issuing this AD to addresscracks on the MLG sliding tubes, which could cause MLG sliding tube fracture, and could result in the MLG collapsing, damage to the airplane, and injury to occupants. See the MCAI for additional background information. \n\nExplanation of Retained Requirements \n\n\n\tAlthough this AD does not explicitly restate the requirements of AD 2019-03-18, this AD retains certain requirements of AD 2019-03-18. Those requirements are referenced in EASA AD 2020-0258, which, in turn, is referenced in paragraph (g) of this AD. \n\nRelationship Between This AD and AD 2020-21-09 \n\n\n\tEASA AD 2020-0258 notes that EASA AD 2020-0193, dated September 7, 2020 (EASA AD 2020-0193), requires a one- \n\n((Page 82300)) \n\ntime inspection using the Airbus alert operators transmission identified in EASA AD 2020-0258. EASA AD 2020-0193 corresponds to FAA AD 2020-21-09, Amendment 39-21282 (85 FR 65200, October 15, 2020; corrected October 27, 2020 (85 FR 67965)) (AD 2020-21-09). AD 2020-21- 09 requires a general visual inspection of the MLG sliding tubes for cracks, and replacement, if necessary. That AD applies to all Airbus SAS Model A318 series airplanes; Model A319 series airplanes; Model A320 series airplanes; and Model A321 series airplanes. \n\nRelated Service Information Under 1 CFR Part 51 \n\n\n\tEASA AD 2020-0258 describes procedures for repetitive general visual inspections of the MLG sliding tubes for cracks, and replacement if necessary. EASA AD 2020-0258 also describes terminating actions for the repetitive inspections of affected MLG sliding tubes by either overhauling an affected MLG sliding tube or replacing an affected MLG sliding tube with an MLG sliding tube that is not affected. 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. \n\nFAA's Determination \n\n\n\tThis product has been approved by the aviation authority of another country, and is approved for operation in the United States. Pursuant to the FAA's bilateral agreement with the State of Design Authority, the FAA has been notified of the unsafe condition described in the MCAI referenced above. The FAA is issuing this AD because the FAA has evaluated all pertinent information and determined the unsafe condition exists and is likely to exist or develop on other products of the same type design. \n\nRequirements of This AD \n\n\n\tThis AD requires accomplishing the actions specified in EASA AD 2020-0258 described previously, as incorporated by reference, except for any differences identified as exceptions in the regulatory text of this AD. \n\nExplanation of Required Compliance Information \n\n\n\tIn the FAA's ongoing efforts to improve the efficiency of the AD process, the FAA initially worked with Airbus and EASA to develop a process to use certain EASA ADs as the primary source of information for compliance with requirements for corresponding FAA ADs. The FAA has since coordinated with other manufacturers and civil aviation authorities (CAAs) to use this process. As a result, EASA AD 2020-0258 is incorporated by reference in this final rule. This AD, therefore, requires compliance with EASA AD 2020-0258 in its entirety, through that incorporation, except for any differences identified as exceptions in the regulatory text of this AD. Using common terms that are the same as the heading of a particular section in the EASA AD does not mean that operators need comply only with that section. For example, where the AD requirement refers to ''all required actions and compliance times,'' compliance with this AD requirement is not limited to the section titled ''Required Action(s) and Compliance Time(s)'' in the EASA AD. Service information specified in EASA AD 2020-0258 that is required for compliance with EASA AD 2020-0258 is available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-1121. \n\nFAA's Justification and Determination of the Effective Date \n\n\n\tAn unsafe condition exists that requires the immediate adoption of this AD without providing an opportunity for public comments prior to adoption. The FAA has found that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule because cracks on the MLG sliding tubes, if not detected and corrected, could lead to MLG sliding tube fracture, resulting in MLG collapse with consequent damage to the airplane and injury to occupants. In addition, the compliance time for the required action is shorter than the time necessary for the public to comment and for publication of the final rule. Therefore, the FAA finds good cause that notice and opportunity for prior public comment are impracticable. In addition, for the reasons stated above, the FAA finds that good cause exists for making this amendment effective in less than 30 days. \n\nComments Invited \n\n\n\tThe FAA invites you to send any written relevant data, views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES section. Include ''Docket No. FAA-2020-1121; Project Identifier MCAI-2020-01546-T'' at the beginning of your comments. The most helpful comments reference a specific portion of the final rule, explain the reason for any recommended change, and include supporting data. The FAA will consider all comments received by the closing date and may amend this final rule because of those comments. \n\tExcept for Confidential Business Information (CBI) as described in the following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments received, without change, to https://www.regulations.gov, including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this final rule. \n\nConfidential Business Information \n\n\n\tCBI is commercial or financial information that is both customarily andactually treated as private by its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public disclosure. If your comments responsive to this AD contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this AD, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI as ''PROPIN.'' The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this AD. Submissions containing CBI should be sent to Sanjay Ralhan, Aerospace Engineer, Large Aircraft Section, International Validation Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; telephone and fax 206-231-3223. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking. \n\nRegulatory Flexibility Act (RFA) \n\n\n\tThe requirements of the RFA do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because the FAA has determined that it has good cause to adopt this rule without notice and comment, RFA analysis is not required. \n\nCosts of Compliance \n\n\n\tThe FAA estimates that this AD affects 1,467 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: \n\n((Page 82301)) \n\n\n\n\n\n\n\tEstimated Costs for Required Actions ---------------------------------------------------------------------------------------------------------------- \n\tCost on U.S. \n\tActions Labor cost Parts cost Cost per product operators ---------------------------------------------------------------------------------------------------------------- Retained actions from AD 2019-03- Up to 2 work-hours $0 Up to $170......... Up to $138,890 (817 \n\t18. x $85 per hour = airplanes). \n\tUp to $170. New actions...................... Up to 2 work-hours 0 Up to $170......... Up to $249,390 \n\tx $85 per hour = (1,467 airplanes). \n\tUp to $170. ---------------------------------------------------------------------------------------------------------------- \n\n\n\tThe 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: \n\n\n\tEstimated Costs of On-Condition Actions ---------------------------------------------------------------------------------------------------------------- \n\tCost per \n\tLabor cost Parts cost product ---------------------------------------------------------------------------------------------------------------- 19 work-hours x $85 per hour = $1,615......................................... $185 $1,800 ---------------------------------------------------------------------------------------------------------------- \n\nAuthority for This Rulemaking \n\n\n\tTitle 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. \n\tThe 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 scopeof that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. \n\nRegulatory Findings \n\n\n\tThe FAA determined that 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. \n\tFor the reasons discussed above, I certify that this AD: \n\t(1) Is not a ''significant regulatory action'' under Executive Order 12866, and \n\t(2) Will not affect intrastate aviation in Alaska. \n\nList of Subjects in 14 CFR Part 39 \n\n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.