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SUBJECT: ATA 32 – MLG Sliding Tube Axles Inspection – Overheat damage during overhaul
AIRCRAFT TYPE: A319, A320
OUR REF: A32N016-19 Rev 00 Dated June 27, 2019
1. AIRCRAFT AFFECTED
A320-214, A320-232, A319-111, A319-112, A319-115, A319-131 Aircraft MSN 0921, 2007, 2015, 2172,
2202, 2205, 2237, 2238, 2269, 2285, 2293, 2298, 2454, 2499, 2525, 2545, 2551, 2561, 2638
2. REFERENCED DOCUMENTATION
2.1 APPENDIX
Appendix 1 : List of affected MLG sliding tube PN 201371304
Appendix 2 : NDT Magnetic Particle Inspection procedure for MLG sliding tube Axle.
2.2 REFERENCES
- Safran VSB 200-32-335 dated Revision 1 dated 17 May 2019.
- EASA Airworthiness Directive 2019-0147 dated 21 June 2019 and effective 28 June 2019.
- MLG sliding tube Part Number 201371304 – Safran CMM 32-11-33 and 32-12-25
3. REASON
The purpose of this AOT is to inform the operators of a fracture of a MLG sliding tube wheel axle in
service. It recommends the operators with affected aircraft (refer to Para 1.) to perform before next
revenue flight a Magnetic Particle Inspection (MPI) of the potentially affected sliding tube axles.
It recommends to repeat this inspection at regular intervals up to completion of the terminating
inspection as per Safran VSB 200-32-335.
3.1 FACTS
An A319 experienced a MLG Sliding Tube axle fracture during taxi. The axle fractured at the level of the
inner chrome land close to the axle brake flange.
Subsequent root cause investigation has revealed that the rupture was linked to over-heating damage to
the axle base metal due to incorrect application of a repair on the chromium plated axle diameters
during overhaul. From this overheat damage of the base material a crack initiated and propagated up to
final rupture of the MLG axle.
Investigation was launched with the Maintenance Repair and Overhaul Organisation (MRO) that was at
the origin of this incorrect machining of the axle chrome lands. It was identified that a limited number of
MLG sliding tubes have been repaired within their facilities (refer to list in Appendix 1)
As a precaution, a one off inspection of this batch of sliding tubes repaired by this MRO has been
launched through VSB 200-32-335 to ensure that the axles are free of any overheat damage.
This NDT Inspection (Barkhausen Noise Inspection) was mandated by EASA Airworthiness Directive
2019-0147.
AOT ref: A32N016-19 Rev 00 Page 1 of 13 Date: 27-JUN-2019
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The first inspections carried out by one affected operator have shown a high rate of findings of overheat
damage within the suspected batch of MLG sliding tubes. Further shop inspections of one of the
removed sliding tube revealed a crack on the inner chromed land area after removal of the chrome.
Based on these latest findings Airbus recommend for all affected aircraft (refer Para 1.) to perform
repetitive MPI inspection of the axle as per Para 4.2.2.1 to ensure it is free of cracks pending completion
of the terminating BNI inspection as per VSB 200-32-335.
3.2 CONSEQUENCES
Undetected overheat damage to the MLG axle could lead to the opening of a crack and ultimately to the
rupture of the MLG axle.
3.3 AIM
The aim of this AOT is to recommend operators with affected aircraft (refer to Para 1.) to perform the
following Inspections on the potentially affected sliding Tubes :
- A repeat MPI Inspection for cracks of the MLG sliding tube axles.
- A terminating NDT Barkausen Noise Inspection (BNI) of the MLG sliding tube axles as per VSB
200-32-335 to check for overheating damage.
4. SHORT TERM ACTION
4.1 PLANNING AND MANPOWER
4.1.1 ACCOMPLISHMENT TIMESCALE
- Before Next revenue Flight perform an MPI inspection of the MLG sliding tube axles as per
procedure of Para 4.2.2.1.
Repeat this inspection at interval not exceeding 200FC or 30 days which ever occur first.
- Within 3 Months after the issue date of this AOT, perform the terminating BNI inspection of the
MLG axles as per procedure VSB 200-32-335 (refer Para 4.2.2.2).
Accomplishment of the BNI inspection as per VSB 200-32-335 cancels the recommended MPI
inspection of the MLG axles as per procedure of para 4.2.2.1
4.1.2 MANPOWER
- The estimated time to perform the access and the MPI inspection for LH and RH MLG axles (as
per Para. 4.2.2.1 is 5 Man hours
- The estimated time to perform the access and the BNI inspection as per para. 4.2.2.2 for LH
and RH MLG axles is 9 Man hours
AOT ref: A32N016-19 Rev 00 Page 2 of 13 Date: 27-JUN-2019
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4.2 DESCRIPTION
Warnings and Cautions
WARNING: MAKE SURE THAT YOU OBEY ALL THE WARNINGS AND ALL THE CAUTIONS
INCLUDED IN THE REFERENCED PROCEDURES.
CAUTION: ALWAYS OBEY THE PRECAUTIONS THAT FOLLOW TO KEEP ELECTRICAL WIRING IN
A SATISFACTORY CONDITION (ELECTRICALLY AND MECHANICALLY SERVICEABLE). WHEN
YOU DO MAINTENANCE WORK, REPAIRS OR MODIFICATIONS, ALWAYS KEEP ELECTRICAL
WIRING, COMPONENTS AND THE WORK AREA AS CLEAN AS POSSIBLE. TO DO THIS:
PUT PROTECTION, SUCH AS PLASTIC SHEETING, CLOTHS, ETC; AS NECESSARY ON WIRING
AND COMPONENTS.
REGULARLY REMOVE ALL SHAVINGS, UNWANTED MATERIAL AND OTHER
CONTAMINATION. THESE PRECAUTIONS WILL DECREASE THE RISK OF
CONTAMINATION AND DAMAGE TO THE ELECTRICAL WIRING INSTALLATION.
IF THERE IS CONTAMINATION, REFER TO ESPM 20-55-00.
Standard Practices
a) For the identification of zones, refer to AMM 06-20-00, Page Block 001.
b) To torque tighten the standard threaded fasteners, refer to AMM Task 20-21-11-911-001.
c) Tag all the parts you must remove and retain to make the subsequent installation easier.
d) Put all the retained hardware in identified plastic bags and attach the bags to the related
unit.
e) For wire locking, refer to AMM Task 20-11-11-911-001.
f) Do a check of the electrical connectors before you connect them, refer to ESPM 20-52-10.
4.2.1 ACCESS
a) The following items shall be considered as the basic Aircraft configuration before you start a
maintenance task:
AOT ref: A32N016-19 Rev 00 Page 3 of 13 Date: 27-JUN-2019
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- Aircraft on the ground resting on landing gear (the ground safety locks and the wheel
chocks are in position on the landing gear).
- Engine shut down, thrust reversers closed and locked.
- Aircraft in clean configuration.
- Parking brake applied.
- Aircraft electrical network de-energized.
- Hydraulic systems depressurized.
- Access to the cockpit and cabin available.
- All circuit breakers are in the closed position. - All controls in NORM, AUTO, or OFF
position.
b) Make sure that the aircraft is electrically grounded, refer to AMM Task12-34-24-869-002.
c) Remove the LH and RH MLG Wheels, refer to AMM Task 32-41-11-000-006.
d) Remove the LH and RH MLG Wheel Brakes, refer to AMM Task 32-42-27-000-001.
e) Remove the LH and RH MLG Axle Adaptor Sleeves, refer to AMM Task 32-42-71-000-001.
4.2.2 INSPECTION REQUIREMENTS
4.2.2.1 MAGNETIC PARTICLE INSPECTION (MPI)
Do a check of the Landing Gear records or a physical check on the sliding tube to check the part
number and Serial Number in accordance with Appendix 1 reference table to determine which sliding
tubes are affected:
- If the applicable sliding tube is Not affected, No further action is required, go to the Close Up
Procedures.
- If the applicable sliding tube is affected, perform an MPI Inspection of the MLG sliding tube axles as
per Appendix 2 procedure. Inspection is to be carried out on the axle areas shown in fig. 1.
AOT ref: A32N016-19 Rev 00 Page 4 of 13 Date: 27-JUN-2019
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Fig 1: MLG Axle zone to be MPI inspected
1. If the MPI Inspection results shows No defect, the sliding tube can return to service.
This MPI inspection must be repeated at interval of 200FC or 30 days (whichever occurs
first) pending completion of the BNI inspection as per Para. 4.2.2.2.
2. If the MPI Inspection shows a defect, Please Contact Airbus and Safran Landing Systems
before next flight for further instructions.
4.2.2.2 BARKHAUSEN NOISE INSPECTION (BNI)
Do a check of the Landing Gear records or a physical check on the sliding tube to check the part
number and Serial Numbers in accordance with Appendix 1 reference table to determine which sliding
tubes are affected:
- If the applicable sliding tube is not affected, no further action is required, go to the Close Up
Procedures.
- If the applicable sliding tube is affected, perform the actions listed in Safran VSB 200-32-335
1. If the Barkhausen Noise Inspection or alternative NDT Inspection and visual inspection
results are acceptable as per VSB 200-32-335 instructions, the sliding tube can return to
service.
Complete the Proforma in Appendix B of VSB 200-32-335 and return it to Safran Landing
Systems.
2. If the Barkhausen Noise Inspection or alternative NDT Inspection or visual inspection
results are Not acceptable, complete the proforma in Appendix B of VSB 200-32-335 and
Contact Safran Landing Systems before further flight for further instructions.
AOT ref: A32N016-19 Rev 00 Page 5 of 13 Date: 27-JUN-2019
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Aircraft Close Up
a) Install the LH and RH MLG Axle Adaptor Sleeves, refer to AMM Task 32-42-71-400-001.
b) Install the LH and RH MLG Wheel Brakes, refer to AMM Task 32-42-27-400-001.
c) Install the LH and RH MLG Wheels, refer to AMM Task 32-41-11-400-006.
d) Make sure that the work areas are clean and clear of tools and other items of equipment.
e) Make sure that the safety devices are removed from the MLG and MLG Doors, refer to
AMM Task 32-00-00-081-001 and AMM Task 32-00-00-081-002
Tests
a) Do the applicable tests for AMM Task ’Installation of the Brake’, refer to AMM Task 32-42-
27-400-001.
b) Do the applicable tests for AMM Task ’Installation of the MLG Wheel’, refer to AMM Task
32-41-11-400-006.
4.3 SPARES AND TOOLING
For the NDT tooling and material necessary for the accomplishment of the MPI inspection, refer to
Appendix 2.
For the NDT tooling and material necessary for the accomplishment of the BNI inspection, refer to VSB
200-32-335.
5. FURTHER INFORMATION
5.1 FOLLOW-UP PLAN
It is anticipated that an Emergency Airworthiness Directive will be issued by EASA to mandate the
content of this AOT.
It is anticipated that this Emergency AD will supersede AD 2019-0147 dated 21 June 2019.
5.2 IMPACTED DOCUMENTATION
N/A
6. AOT APPROVAL
The technical content of this document is approved under the authority of DOA nr. EASA.21J.031.
AOT ref: A32N016-19 Rev 00 Page 6 of 13 Date: 27-JUN-2019
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7. REPORTING
Questions about this AOT are to be addressed to Airbus Customer Services through TechRequest on
Airbus World, selecting Engineering Domain, Section Engineering Support and ATA 32-11
As per latest reporting policy (Ref to OIT 999.0018/16), inspection results (with or without findings) are to
be addressed to Airbus Customer Services through the generic e-mail address:
inspection.results@airbus.com.
Best Regards,
Christian FREMONT Jean-Pierre GOMEZ
VICE PRESIDENT ENGINEERING SUPPORT VICE PRESIDENT A320 PROGRAMME
CUSTOMER SERVICES CUSTOMER SERVICES
AOT ref: A32N016-19 Rev 00 Page 7 of 13 Date: 27-JUN-2019
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APPENDIX 1
List of affected MLG sliding tube PN 201371304
Serial Number MSN
B1238-2773
2638
B1204-2752
B3392-14432
2007
B1808-3137
B1830-5774 2015
B1815-3144
2285
B3406-14454
B1864-3168
2293
B1865-3169
B2287-3507
2202
B2313-3534
B2096-3362 2237
B2324-3497 2205
B2148-8142
2298
B2325-3498
B2045-3325
2454
B2039-3313
B2156-3376
2238
B2326-3499
B2270-3468
2269
B2253-8167
B2659-3800
2172
B2660-3801
B2240-3420 2525
B2269-3467 0921
B2294-3444 2545
B2919-4069
2499
B2933-4054
B2870-3940
2551
B2871-3941
B2809-3908
2561
B2238-3442
AOT ref: A32N016-19 Rev 00 Page 8 of 13 Date: 27-JUN-2019
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APPENDIX 2
GENERIC NDT INSPECTION PROCEDURE FOR “ON THE WING” INSPECTIONS
USING ELECTROMAGNETIC YOKES, PERMANENT MAGNETS
INTRODUCTION
This procedure sets out the requirements for the “Remote On-the-Wing” NDT Inspection of Ferro-
Magnetic Safran Landing Systems Sliding Tubes. This Technique shall only be used when authorised
by Safran Landing Systems.
The Inspection process to be used shall be selected as follows:
For Inspection to find Base Metal Near-Surface defects or Base Metal defects under Chrome Plate,
parts shall be inspected to Section 1 of this procedure – Electromagnetic DC Yoke.
When Electromagnetic DC Yokes are not available parts may be inspected to Section 2 of this
procedure – Permanent Magnets.
These Techniques shall only be carried out by Level 2 personnel qualified in accordance with EN
4179/NAS 410 (or equivalent) in the appropriate discipline
1. MAGNETIC PARTICLE INSPECTION USING ELECTROMAGNETIC YOKES
EQUIPMENT
A) Cold degreasing fluid (e.g. Methelated Spirit, Acetone or similar).
B) A supply of lint free cloths.
C) DC electromagnetic hand yoke with a current dead weight calibration certificate in accordance
with ASTM E 1444.
D) A supply of fluorescent detection media. (AMS 3046 or AMS 3045F or 3045D or 3045E).
E) UV-A Inspection light capable of 1000 micro W/cm sq minimum at the Inspection surface.
F) A calibrated field indicator for checking residual magnetic fields.
G) AS 5731 Artificial flaw/flux indicators to establish field strength and direction.
H) Adhesive tape.
I) A blackout cover to aid ultraviolet inspections.
AOT ref: A32N016-19 Rev 00 Page 9 of 13 Date: 27-JUN-2019
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APPENDIX 2
MAGNETIC PARTICLE INSPECTION PROCEDURE
A) Check residual magnetic field is 3 gauss or less. If not, demagnetise with the electromagnetic
hand yoke.
B) Thoroughly clean the area under test with a lint free cloth and cold degreasing fluid. Ensure that
no cleaning fluid dwells in surrounding pockets or comes into contact with electrical items,
gaskets or seals etc.
C) Apply an artificial flaw/flux indicator with adhesive tape to the area to be tested and position the
electromagnetic hand yoke over the artificial flaw/flux indicator (See Fig.1).
D) Energise the yoke and apply the fluorescent detection media to the artificial flaw/flux indicator.
Inspect the artificial flaw/ flux indicator with the ultraviolet light to establish satisfactory field
strength and direction. The Artificial flaw/flux indicator line shall be clearly visible (See Fig.2).
Verify field strength and direction and remove the artificial flaw/flux indicator.
NOTE: It may be necessary to clean the area where the artificial flaw/flux indicator was attached.
E) Position the yoke to the area to be tested, DC current as necessary and energise the yoke while
applying the fluorescent media. Use the blackout cover if necessary to bring ambient white light
level to a minimum and inspect with the ultraviolet light. Identify and Report all Relevant
Indications in accordance with PCS 3100.
NOTE: The Inspection area can only be considered as that between the Yoke legs. Yoke leg spacing
shall not exceed that of Dead Weight check.
F) Demagnetise the inspected area with the yoke to ensure the residual magnetic field of 3 gauss or
less.
G) Turn the yoke 90º to the area previously inspected and repeat steps C, D, E and F.
H) When large area(s) are to be tested, which are outside the magnetising capability of the yoke,
repeat steps C through to H to ensure full coverage.
I) Post clean the inspected area with the cold degreasing fluid.
J) When required refer to Repair Instructions for restoration of Protective Treatments.
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APPENDIX 2
2. MAGNETIC PARTICLE INSPECTION USING PERMANENT MAGNETS
EQUIPMENT
1. EQUIPMENT
A) Cold degreasing fluid (e.g. Methelated Spirit, Acetone or similar).
B) A supply of lint free cloths.
C) Permanent magnetic with a current dead weight calibration certificate in accordance with ASTM E
1444.
D) A supply of fluorescent detection media (AMS 3046 or AMS 3045F or 3045D or 3045E).
E) UV-A Inspection light capable of 1000 micro W/cm sq at the Inspection surface.
F) A calibrated field indicator for checking residual magnetic fields.
G) AS 5731 Artificial flaw/flux indicators to establish field strength and direction.
H) Adhesive tape.
I) A blackout cover to aid ultraviolet inspections.
MAGNETIC PARTICLE INSPECTION PROCEDURE
A) Check residual magnetic field is 3 gauss or less. If not, demagnetise with the permanent
magnet.
NOTE: Difficulty in demagnetisation may be overcome by slowly removing the permanent
magnet from the test area whilst at the same time twisting and turning the magnet away for at
least 1 meter.
B) Thoroughly clean the area under test with a lint free cloth and cold degreasing fluid. Ensure
that no cleaning fluid dwells in surrounding pockets or comes into contact with electrical
items, gaskets or seals etc.
C) Apply an artificial flaw/flux indicator with adhesive tape to the area to be tested and position
the magnet over the artificial flaw/flux indicator (See Fig.1).
D) Apply the fluorescent detection media to the artificial flaw/flux indicator. Inspect the artificial
flaw/ flux indicator with the ultraviolet light to establish satisfactory field strength and direction.
The Artificial flaw/flux indicator line shall be clearly visible (See Fig.2).
Verify field strength and direction and remove the artificial flaw/flux indicator.
NOTE: It may be necessary to clean the area where the artificial flaw/flux indicator was attached.
E) Position the magnet to the area to be tested and apply the fluorescent media to the test area.
Use the blackout cover if necessary to bring ambient white light level to a minimum and
inspect with the ultraviolet inspection light. Identify and Report all Relevant Indications in
accordance with PCS 3100.
NOTE: The Inspection area can only be considered as that between the legs as determined during
the Dead Weight Check.
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APPENDIX 2
F) Demagnetise the inspected area with the magnet to ensure the residual magnetic field of 3
gauss or less.
G) Turn the magnet 90º to the area previously inspected and repeat steps C, D, E and F.
H) When large area(s) are to be tested, which are outside the magnetising capability of the
magnet, repeat steps C through to H to ensure full coverage.
I) Post clean the inspected area with the cold degreasing fluid.
J) When required refer to Repair Instructions for restoration of Protective Treatments.
Fig.1. View of position of flaw/flux indicator.
Yoke/Magnet.
Artificial flux/flaw
indicator.
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APPENDIX 2
Fig.2. View showing direction of lines/notches in artificial flaw/flux indictor under
ultraviolet light.
Yoke/Magnet.
Artificial flux/flaw
indicator.
AOT ref: A32N016-19 Rev 00 Page 13 of 13 Date: 27-JUN-2019
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