Airworthiness Directive 2016-19-02
one-timeAirworthiness Directives; Airbus Airplanes
What this AD requires
We are superseding Airworthiness Directive (AD) 2005-15-07 for certain Airbus Model A320-111 airplanes and Model A320-200 series airplanes. AD 2005-15-07 required installing insulator and cable ties to the electrical cables of the S routes at the gaps in the raceway in the wing trailing edge and the wing tip and wing root areas. This new AD requires additional modifications in the trailing edges of both wings. This new AD also removes airplanes from the applicability. This AD was prompted by reports of wire chafing in the left-hand wing trailing edge. We are issuing this AD to prevent wire chafing in the trailing edge of the wings, which could result in a short circuit in the vicinity of the fuel tanks, consequently resulting in a potential source of ignition in a fuel tank vapor space and consequent fuel tank explosion.
Which aircraft AD 2016-19-02 applies to
Extracted text is preamble/discussion rather than the formal applicability paragraph. It concerns Airbus A320-family wiring/anti-chafing modifications (Airbus SB A320-92-1049, SB A320-92-1052, SB A320-24-1062) and retains EASA AD 2008-0051R1 requirements. It states Model A320-214, -232, and -233 airplanes were removed from applicability because already modified, and Model A320-111 airplanes were removed because no longer on the U.S. type certificate data sheet. Exact full applicability list not present in extracted text.
Whether AD 2016-19-02 actually applies to your aircraft (by serial and installed parts) and whether it’s already complied with comes from that aircraft’s records.
How AD compliance is recorded
A valid compliance record (14 CFR 43.9) states:
Tailplate reads a tail number’s logbooks and matches every applicable AD — including this one — to its compliance evidence, with recurring next-due dates computed.
Look up a tail number →Read the full directive (Federal Register)Applicability is derived from the FAA directive corpus and is advisory, not a legal airworthiness determination. Compliance is established only from an aircraft’s actual records.