# AD 94-12-03: Belly Fairing Structure - Type: Airworthiness directive - Status: Historical - Products: Airbus A320-111, A320-211, A320-212, A320-214, A320-231, A320-232 and A320-233 - Effective: January 10, 1994 - Superseded by: [AD 2014-20-04](https://openairdocs.org/ad/2014-20-04) - Product type: Aircraft, Large airplane - Amendment: 39-8930 - Docket: 94-NM-08-AD - Registered aircraft: 563 may be affected, by airframe or engine model (OpenAirDocs) - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/0B98BDD3C740B1628625695E006EF7B7.0001 - DRS record last changed: August 7, 2025 - Page: https://openairdocs.org/ad/94-12-03 ## Summary This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that currently requires modification of the belly fairing structure. This amendment revises the compliance time for accomplishment of the modification. This amendment is prompted by the fact that the compliance time of the existing rule would have allowed operators of low-cycle airplanes to accomplish the modification at a time considerably later than that intended. The requirements of this amendment are intended to ensure that the structural integrity of the belly fairing structure is maintained. ## The airworthiness directive 94-12-03 AIRBUS INDUSTRIE: Amendment 39-8930. Docket 94-NM-08-AD. Supersedes AD 93-24-11, Amendment 39-8760. Applicability: Model A320 series airplanes, MSN 003 through 092 inclusive, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the belly fairing structure, accomplish the following: (a) Prior to the accumulation of 12,000 total landings on the airplane, or within 300 days after January 10, 1994 (the effective date of AD 93-24-11, Amendment 39-8760), whichever occurs later: Modify the belly fairing structure in accordance with Airbus Industrie Service Bulletin A320-53-1014, dated June 25, 1992, or Revision 1, dated May 26, 1993. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) 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 requirements of this AD can be accomplished. (d) The modification shall be done in accordance with Airbus Industrie Service Bulletin A320-53-1014, dated June 25, 1992, or Airbus Industrie Service Bulletin A320-53-1014, Revision 1, dated May 26, 1993. The incorporation by reference of these documents was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of January 10, 1994 (59 FR 64875, December 10, 1993). Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on July 5, 1994. ## Rule preamble ### Supplementary information A proposal to amend part 39 of the Federal Aviation Regulations by superseding AD 93-24-11, Amendment 39-8760 (58 FR 64875, December 10, 1993), which is applicable to certain Airbus Model A320 series airplanes, was published in the Federal Register on February 2, 1994 (59 FR 4869). The action proposed to supersede AD 93-24-11 to continue to require modification of the belly fairing structure, but to revise the compliance time for accomplishing the modification. That action was prompted by the fact that the compliance time currently specified in paragraph (a) of AD 93-24-11 could allow certain operators to accomplish the modification at a time considerably later than that intended. The proposal proposed to revise the compliance time to "prior to the accumulation of 12,000 total landings on the airplane, or within 300 days after the effective date of the final rule, whichever occurs later." This compliance time will ensure that the structural integrity of the belly fairing structure is maintained in a timely manner. Interested persons have been afforded an opportunity to participate in the making of this amendment. Due consideration has been given to the three comments received. All commenters support the proposed rule. After careful review of the available data, including the comments noted above, the FAA has determined that air safety and the public interest require the adoption of the rule as proposed. The FAA estimates that 20 airplanes of U.S. registry were affected by AD 93-24-11, and will continue to be affected by this supersedure of that AD. It will take approximately 288 work hours per airplane to accomplish the actions currently required by AD 93-24-11, and that the average labor rate is $55 per work hour. Required parts will cost approximately $1,045 per airplane. Based on these figures, the current cost impact of AD 93-24-11 on U.S. operators is estimated to be $337,700, or $16, 885 per airplane. The total cost impact figure discussed above is presented as if no operator has yet accomplished any of the requirements of AD 93-24-11 (or this supersedure of that AD). There are no foreseeable additional costs that will be imposed by this supersedure of AD 93-24-11. The regulations adopted herein will not have substantial direct effects 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. Therefore, in accordance with Executive Order 12612, it is determined that this final rule does not have sufficient federalism implications to warrant the preparation of a Federalism Assessment. For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action" under Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); 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. A final evaluation has been prepared for this action and it is contained in the Rules Docket. A copy of it may be obtained from the Rules Docket at the location provided under the caption "ADDRESSES." List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation Administration amends 14 CFR part 39 of the Federal Aviation Regulations as follows: PART 39 - AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C. 106(g); and 14 CFR 11.89. 39.13 - [Amended] 2. Section 39.13 is amended by removing amendment 39-8760 (58 FR 64875, December 10, 1993), and by adding anew airworthiness directive (AD), amendment 39-8930, to read as follows: ## Affected data sheets (1) (OpenAirDocs) The type certificate data sheets whose models the AD names. - [TCDS A28NM](https://openairdocs.org/tcds/A28NM): Airbus SAS; names 7 of 50 models: A320-111, A320-211, A320-212, A320-214, A320-231, A320-232, A320-233 ## Registered aircraft it may apply to (OpenAirDocs) Matched by airframe and engine model; the AD's applicability may narrow it by serial number, part number or equipment. - Aircraft: 563 (563 by airframe model, 0 by engine model) - Makers: Airbus 377, Airbus Industrie 184, Airbus S A S 2 Models with the most aircraft: - [Airbus A320-232](https://openairdocs.org/model/airbus-a320-232): 189 aircraft (airframe model) - [Airbus A320-214](https://openairdocs.org/model/airbus-a320-214): 160 aircraft (airframe model) - [Airbus Industrie A320-232](https://openairdocs.org/model/airbus-industrie-a320-232): 109 aircraft (airframe model) - [Airbus Industrie A320-212](https://openairdocs.org/model/airbus-industrie-a320-212): 39 aircraft (airframe model) - [Airbus Industrie A320-214](https://openairdocs.org/model/airbus-industrie-a320-214): 26 aircraft (airframe model) - [Airbus A320-233](https://openairdocs.org/model/airbus-a320-233): 21 aircraft (airframe model) - [Airbus Industrie A320-211](https://openairdocs.org/model/airbus-industrie-a320-211): 6 aircraft (airframe model) - [Airbus A320-211](https://openairdocs.org/model/airbus-a320-211): 3 aircraft (airframe model) - [Airbus Industrie A320-231](https://openairdocs.org/model/airbus-industrie-a320-231): 2 aircraft (airframe model) - [Airbus A320-212](https://openairdocs.org/model/airbus-a320-212): 2 aircraft (airframe model) - [Airbus S A S A320-214](https://openairdocs.org/model/airbus-s-a-s-a320-214): 2 aircraft (airframe model) - [Airbus A320-231](https://openairdocs.org/model/airbus-a320-231): 2 aircraft (airframe model) - [Airbus Industrie A320-233](https://openairdocs.org/model/airbus-industrie-a320-233): 1 aircraft (airframe model) - [Airbus Industrie A320-111](https://openairdocs.org/model/airbus-industrie-a320-111): 1 aircraft (airframe model) All 15 models: https://openairdocs.org/ad/94-12-03/models.md Every aircraft: https://openairdocs.org/ad/94-12-03/aircraft.md ## Related documents - [AD 2014-20-04](https://openairdocs.org/ad/2014-20-04) (historical): Fuselage ยท Airbus A318-111, A318-112, A318-121 and 24 more. Effective Nov 7, 2014. Supersedes this AD Its text cites no advisory circulars or STCs. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.