80 FR 69573 - Airworthiness Directives; Airbus Airplanes

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration

Federal Register Volume 80, Issue 217 (November 10, 2015)

Page Range		69573-69578
FR Document		2015-28197

We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a report of skin disbonding on a composite side shell panel of a rudder. This AD requires an inspection to determine if any rudder composite side shell panel has been repaired, a thermography inspection of each rudder that has received this repair, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct skin disbonding on the rudder, which could affect the structural integrity of the rudder, possibly resulting in reduced control of the airplane.

Federal Register, Volume 80 Issue 217 (Tuesday, November 10, 2015)

[Federal Register Volume 80, Number 217 (Tuesday, November 10, 2015)]
[Rules and Regulations]
[Pages 69573-69578]
From the Federal Register Online [www.thefederalregister.org]
[FR Doc No: 2015-28197]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0574; Directorate Identifier 2013-NM-258-AD;
Amendment 39-18315; AD 2015-22-10]
RIN 2120-AA64

Airworthiness Directives; Airbus Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for all
Airbus Model A318, A319, A320, and A321 series airplanes. This AD was
prompted by a report of skin disbonding on a composite side shell panel
of a rudder. This AD requires an inspection to determine if any rudder
composite side shell panel has been repaired, a thermography inspection
of each rudder that has received this repair, and related investigative
and corrective actions if necessary. We are issuing this AD to detect
and correct skin disbonding on the rudder, which could affect the
structural integrity of the rudder, possibly resulting in reduced
control of the airplane.

DATES: This AD becomes effective December 15, 2015.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of December 15,
2015.

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0574 or in person at the
Docket Management Facility, U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC.
For service information identified in this AD, contact Airbus,
Airworthiness Office--EIAS, 1 Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44
51; email account.airworth-eas@airbus.com; Internet http://www.airbus.com. You may view this referenced service information at the
FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA.
For information on the availability of this material at the FAA, call
425-227-1221. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0574.

FOR FURTHER INFORMATION CONTACT: Sanjay Ralhan, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone 425-227-1405;
fax 425-227-1149.

SUPPLEMENTARY INFORMATION:

Discussion

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to all Airbus Model A318
series airplanes, Model A319 series airplanes, Model A320-211, -212, -
214, -231, -232, and -233 airplanes, and Model A321 series airplanes.
The NPRM published in the Federal Register on August 22, 2014 (79 FR
49724). The NPRM was prompted by a report of skin disbonding on a
composite side shell

[[Page 69574]]

panel of a rudder. The NPRM proposed to require an inspection to
determine if any rudder composite side shell panel has been repaired, a
thermography inspection of each rudder that has received this repair,
and related investigative and corrective actions if necessary. We are
issuing this AD to detect and correct skin disbonding on the rudder,
which could affect the structural integrity of the rudder, possibly
resulting in reduced control of the airplane.
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA
Airworthiness Directive 2013-0302, dated December 19, 2013 (referred to
after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for all Airbus Model
A318, A319, A320, and A321 series airplanes. The MCAI states:

A case of skin disbonding was reported on a composite side shell
panel of a rudder installed on an A310 aeroplane. Investigation
results revealed that this disbonding had started from a skin panel
area, previously repaired in-service, in accordance with Structural
Repair Manual (SRM) instructions. The initial damage was identified
as a disbonding between the core and the skin of the repaired area.
This damage was not visually detectable and likely propagated during
normal operation due to the variation of pressure during ground-air-
ground cycles.
Composite rudder side shell panels are also installed on A320
family aeroplanes, which may have been repaired in-service using a
similar method.
This condition, if not detected and corrected, could affect the
structural integrity of the rudder, possibly resulting in reduced
control of the aeroplane.
To address this potential unsafe condition, Airbus issued
Service Bulletin (SB) A320-55-1041 to provide instructions to
inspect and correct any affected composite rudder side shell panels.
For the reasons described above, this [EASA] AD requires [an
inspection to determine if any rudder composite side shell panel has
been repaired], a one-time [pulse] thermography inspection of each
rudder that have received a composite rudder side shell panel
repair, and, depending on the findings, accomplishment of applicable
corrective and follow-up actions [related investigative actions and
repetitive inspections].

The related investigative actions include elasticity laminate
checker (ELCH) inspections, ultrasonic testing (UT) inspections, pulse
thermography inspections, and tap test or woodpecker inspections. The
repetitive inspections include ELCH inspections, UT inspections, pulse
thermography inspections, and detailed inspections (certain repetitive
inspections are required if hole restoration is done; certain other
repetitive inspections are options for certain corrective actions). The
corrective actions include core venting through the inner skin,
replacements, restorations, and repairs.
You may examine the MCAI in the AD docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-0574-0007.

Comments

We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (79
FR 49724, August 22, 2014) and the FAA's response to each comment.

Request To Extend Compliance Time for Rudder Inspections

Delta Air Lines Inc. (DAL) requested that we change the compliance
time in the NPRM (79 FR 49724, August 22, 2014) from 24 months to at
least 42 months. DAL stated that the 24-month compliance time for
accomplishing rudder inspections will be overly burdensome to operators
of large fleets. DAL explained that it has 128 affected units, and if
two full-time technicians were assigned for the inspection and rework,
it would take over 7 years to accomplish the inspections. DAL added
that a 42-month compliance time would allow proper planning,
inspection, and rework of affected rudders and suggested that
intervisual inspections could be used to support this compliance time
extension.
We disagree with the commenter's request. The compliance time is
based on a risk assessment. Some safety issues are more time-sensitive
than others. We have considered the compliance time established by the
EASA (the State of Design authority), and the overall risk to the
fleet, including the severity of the identified unsafe condition and
the likelihood of the occurrence of the unsafe condition, to determine
the compliance time. However, under the provisions of paragraph (p)(1)
of this AD, operators may apply for an extension of the compliance time
by providing rationale explaining why a compliance time extension
provides an acceptable level of safety. We have not changed this AD in
this regard.

Requests To Revise Service Information and Use Alternative Sanding
Procedure

United Airlines (UAL) and Airbus requested that we revise the NPRM
(79 FR 49724, August 22, 2014) to reference Airbus Service Bulletin
A320-55-1041, Revision 01, dated February 24, 2014, as the appropriate
source of service information for accomplishing the required actions.
Airbus also requested we allow credit for work accomplished prior to
the effective date of this AD using Airbus Service Bulletin A320-55-
1041, dated November 26, 2012.
Airbus also requested we to revise paragraph (h) of the proposed AD
(79 FR 49724, August 22, 2014) to allow local sanding as an alternative
to pulse thermography inspections for determining type, location, and
size of repair, as described in Airbus Service Bulletin A320-55-1041,
Revision 01, dated February 24, 2014. Airbus also requested we allow
credit for work accomplished prior to the effective date of this AD
using Airbus Service Bulletin A320-55-1041, dated November 26, 2012.
We partially agree with the commenters' requests. We agree to
reference Airbus Service Bulletin A320-55-1041, Revision 01, dated
February 24, 2014, as the appropriate source of service information for
accomplishing the required actions. We have changed paragraphs (h),
(i)(2), (j), (j)(1), (j)(2), (k), (l)(1), (l)(2), and (n) of this AD
accordingly. We also agree to provide credit for work accomplished
prior to the effective date of this AD using Airbus Service Bulletin
A320-55-1041, dated November 26, 2012. We have added new paragraph (o)
to this AD to provide this credit, and redesignated subsequent
paragraphs accordingly.
However, we disagree with Airbus's request to revise paragraph (h)
of this AD to allow local sanding as an alternative to pulse
thermography inspections for determining type, location, and size of
repair. Based on Airbus Service Bulletin A320-55-1041, Revision 01,
dated February 24, 2014, local sanding is an alternative to pulse
thermography inspections only in certain specific cases, and it is
possible that pulse thermography inspections would be required after
the local sanding. However, operators may apply for approval of an
alternative method of compliance (AMOC) in accordance with the
provisions specified in paragraph (p)(1) of this AD, and must identify
clearly the conditions for using local sanding in lieu of pulse
thermography inspections.

Request To Remove Structural Repair Manual (SRM) Repair Prohibition

UAL requested we remove paragraph (n) of the proposed AD (79 FR
49724, August 22, 2014), which prohibits repair in accordance with
certain SRM procedures. UAL stated it is unnecessary to prohibit repair
per these procedures since the procedures have been deactivated by
Airbus.

[[Page 69575]]

We disagree with the commenter's request. Deactivation of SRM
procedures by the manufacturer cannot ensure prevention of all
operators from using the SRM procedures if they have not kept their
manual current. We have not changed this AD in this regard.

Request To Revise Cost Estimate

UAL and DAL requested that we revise the estimated cost. The
commenters stated that the NPRM (79 FR 49724, August 22, 2014)
understates the required costs and does not provided on-condition cost
estimates. UAL and DAL provided some examples of costs incurred for
previous repairs.
We disagree with the commenters' request. We indicated in the NPRM
(79 FR 49724, August 22, 2014) that we do not have information about
the costs associated with the on-condition actions to mitigate the risk
addressed in the NPRM. The on-condition costs can vary for each
operator, depending upon inspection findings. Therefore, we have not
provided on-condition cost estimates; instead, we provided our best
estimate for the inspection costs based on the information received
from the airframe manufacturer. We have not changed this AD in this
regard.

Requests To Remove Requirement for Reporting Undocumented Rudders

UAL and DAL requested that we remove paragraph (i)(1) of the
proposed AD (79 FR 49724, August 22, 2014), which proposed to require
sending to Airbus the records for each rudder and serial number of each
rudder for which maintenance records are incomplete or unavailable.
Mr. Amaar Chaudhary requested we revise paragraph (i)(1) of the
proposed AD (79 FR 49724, August 22, 2014) to require sending only the
rudder serial number to Airbus. However, UAL stated that providing such
rudder records is not reasonable because the records are embedded
within various paper forms in separate archived collections spanning
the airplane life of up to 19 years, and are not in a recoverable
electronic format. UAL and DAL also explained that it is possible
operators have not retained records for permanent rudder repairs
earlier than the previous airplane overhaul per section 121.380 of the
Federal Aviation Regulations (14 CFR 121.380).
We agree with the commenters' statements that paragraph (i)(1) of
this AD should not require sending rudder repair records to Airbus.
However, we disagree with the requests to not require submission of
serial numbers of rudders without maintenance records to Airbus.
Operators must report the rudders without maintenance records by serial
number to Airbus to obtain related rudder manufacturing rework data. We
have revised paragraph (i)(1) of this AD to specify sending to Airbus
the serial number of each rudder for which maintenance records are not
available or are incomplete.

Request To Remove Requirement To Inspect for Repair Status

DAL requested that we revise paragraph (g) of the proposed AD (79
FR 49724, August 22, 2014) to remove the requirement to inspect repair
records, but instead to require directly complying with the pulse
thermography inspection proposed by paragraph (i) of the proposed AD.
We disagree with the commenter's request. Paragraph (g) of this AD
establishes the requirements for paragraph (h) and (i) of this AD. An
operator is required to inspect airplane maintenance records to
determine if it needs to comply with paragraph (h) or (i) of this AD.
In addition, the required reporting specified in paragraph (i)(1) of
this AD will help determine the extent of the undocumented repairs in
the affected fleet. Based on the results of these reports, we might
determine that further corrective action is warranted. We have not
changed this AD in this regard.

Request To Add Part Number Change, and Remove Part Installation
Limitation

DAL requested that we require a part number change for post-
inspection rudders to aid in configuration and AD compliance control,
and remove the parts installation limitation in paragraph (m) of the
proposed AD (79 FR 49724, August 22, 2014). DAL stated that, to prevent
an unnecessary airplane out of service condition in the event a rudder
change is required, allowing pre- and post-inspection rudders to be
installed throughout the full compliance time would provide the same
level of safety.
We disagree with the commenter's requests. Configuration control
can be achieved by multiple methods and is unique to each operator's
method of managing its fleet. Therefore, we have not been prescriptive
regarding methods for configuration control. We also disagree to omit
paragraph (m) of this AD (Parts Installation Limitation). The intent of
the paragraph (m) of this AD is to ensure that, from the effective date
of this AD, rudders with a known unsafe condition are not installed
unless the corrective actions of paragraph (j) of this AD are
completed. This clarification has been coordinated with the EASA. The
compliance time is established based on overall risk to the fleet,
including the severity of the failure and the likelihood of the
failure's occurrence, fleet utilization, and availability of service
information and parts. Therefore, the parts installation limitation
should not be related to the compliance time associated with mitigating
the unsafe condition. We have revised paragraph (m) of this AD to
prevent, as of the effective date of this AD, installing a rudder with
a known unsafe condition by specifying that the inspection requirements
of paragraphs (h) and (i) of this AD must be done and the applicable
corrective actions required by paragraph (j) of this AD must be done,
except for rudders that meet the requirements of paragraph (k) of this
AD.

Request To Use Alternative Testing Equipment

DAL, Thermal Wave Imaging, and Snell Group requested the use of
alternate equipment for performing the pulse thermography inspection
required in the NPRM (79 FR 49724, August 22, 2014). DAL stated that,
at a recent Airlines for America non-destructive test (NDT) forum,
evidence was presented supporting use of alternate equipment for
performing pulse thermography inspections. DAL, Thermal Wave Imaging,
and Snell Group explained that Airbus prohibits the use of alternate
equipment other than what is recommended in the ``NTM task 55-40-50-
290-801-A-01.''
Thermal Wave Imaging stated that since Airbus is both the
manufacturer of the airplane and the vendor of the inspection
equipment, it appears that the non-allowance of equivalent equipment is
a business decision intended to increase its revenue and lock out other
companies from not only this inspection, but future thermography
inspections that may be developed. Thermal Wave Imaging and Snell Group
provided a comparison of the Airbus recommended Gecko System equipment
with VoyageIR Pro equipment for performing the pulse thermography
inspection.
We disagree with the commenters' request. The commenters did not
provide any substantiation to support the use of alternate inspection
equipment other than the equipment recommended by Airbus. We were
informed by Airbus that they have recommended the use of specific
equipment after evaluating its performance, which will facilitate
mitigating the risks associated with the identified unsafe condition.
However, we will consider requests for approval

[[Page 69576]]

of an AMOC for the use of alternate inspection equipment in accordance
with the provision in paragraph (p)(1) of this AD if sufficient data is
submitted to substantiate that the results from the alternate
inspection equipment are conclusive to facilitate mitigating the risks
associated with the identified unsafe condition. We have not changed
this AD in this regard.

Request To Approve Future Service Bulletin Revisions

DAL requested that future revisions of Airbus Service Bulletin
A320-55-1041 be considered as approved under EASA Design Organization
Approval (DOA) for accomplishing the required AD actions.
We disagree with the commenter's request. Approval authority under
EASA DOA, as stated in paragraph (p)(2) of this AD, is only applicable
to requirements in this AD to obtain corrective actions from the
manufacturer and does not apply to approval of future service
information. When referring to a specific service bulletin in an AD,
using the phrase, ``or later approved revisions,'' violates Office of
the Federal Register regulations for approving materials that are
incorporated by reference. However, affected operators may request
approval to use a later revision of the referenced service bulletin as
an alternative method of compliance, under the provisions of paragraph
(p)(1) of this AD. We have not changed this AD in this regard.

Explanation of ``RC'' Steps in Service Information

As stated previously, we have revised this final rule to reference
Airbus Service Bulletin A320-55-1041, Revision 01, dated February 24,
2014, as the appropriate source of service information for
accomplishing the required actions. This service bulletin revision
contains certain actions that are specified as Required for Compliance
(RC).
The FAA worked in conjunction with industry, under the
Airworthiness Directive Implementation Aviation Rulemaking Committee
(ARC), to enhance the AD system. One enhancement was a new process for
annotating which procedures and tests in the service information are
required for compliance with an AD. Differentiating these procedures
and tests from other tasks in the service information is expected to
improve an owner's/operator's understanding of crucial AD requirements
and help provide consistent judgment in AD compliance. The procedures
and tests identified as RC in any service information have a direct
effect on detecting, preventing, resolving, or eliminating an
identified unsafe condition.
As specified in a NOTE under the Accomplishment Instructions of the
specified service information, procedures and tests that are identified
as RC in any service information must be done to comply with the AD.
However, procedures and tests that are not identified as RC are
recommended. Those procedures and tests that are 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 alternative method of compliance (AMOC), provided the procedures
and tests identified as RC can be done and the airplane can be put back
in an airworthy condition. Any substitutions or changes to procedures
or tests identified as RC will require approval of an AMOC.

Conclusion

We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (79 FR 49724, August 22, 2014) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (79 FR 49724, August 22, 2014).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

Airbus has issued Service Bulletin A320-55-1041, Revision 01, dated
February 24, 2014. The service information describes procedures for
inspection of the rudders for potential damage, and repair. This
service information 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 of this AD.

Costs of Compliance

We estimate that this AD affects 851 airplanes of U.S. registry.
We also estimate that it would take about 42 work-hours per product
to comply with the basic requirements of this AD. The average labor
rate is $85 per work-hour. Based on these figures, we estimate the cost
of this AD on U.S. operators to be $3,038,070, or $3,570 per product.
We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this AD.

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 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 current valid OMB control number. The control
number for the collection of information required by this AD is 2120-
0056. The paperwork cost associated with this AD has been detailed in
the Costs of Compliance section of this document and includes time for
reviewing instructions, as well as completing and reviewing the
collection of information. Therefore, all reporting associated with
this AD is mandatory. Comments concerning the accuracy of this burden
and suggestions for reducing the burden should be directed to the FAA
at 800 Independence Ave. SW., Washington, DC 20591, ATTN: Information
Collection Clearance Officer, AES-200.

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.
We are 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

We 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

[[Page 69577]]

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. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979);
3. Will not affect intrastate aviation in Alaska; and
4. 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.

Examining the AD Docket

You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0574; or in person at the
Docket Management Facility between 9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD docket contains this AD, the
regulatory evaluation, any comments received, and other information.
The street address for the Docket Operations office (telephone 800-647-
5527) is in the ADDRESSES section.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

Adoption of 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 (AD):

2015-22-10 Airbus: Amendment 39-18315. Docket No. FAA-2014-0574;
Directorate Identifier 2013-NM-258-AD.

(a) Effective Date

This AD becomes effective December 15, 2015.

(b) Affected ADs

None.

This AD applies to the Airbus airplanes specified in paragraphs
(c)(1) through (c)(4) of this AD, certificated in any category, all
manufacturer serial numbers.
(1) Airbus Model A318-111, -112, -121, and -122 airplanes.
(2) Airbus Model A319-111, -112, -113, -114, -115, -131, -132,
and -133 airplanes.
(3) Airbus Model A320-211, -212, -214, -231, -232, and -233
airplanes.
(4) Airbus Model A321-111, -112, -131, -211, -212, -213, -231,
and -232 airplanes.

(d) Subject

Air Transport Association (ATA) of America Code 55, Stabilizers.

(e) Reason

This AD was prompted by a report of skin disbonding on a
composite side shell panel of a rudder. We are issuing this AD to
detect and correct skin disbonding on the rudder, which could affect
the structural integrity of the rudder, possibly resulting in
reduced control of the airplane.

(f) Compliance

Comply with this AD within the compliance times specified,
unless already done.

(g) Inspection To Determine Repair Status

Within 24 months after the effective date of this AD: Inspect
the airplane maintenance records to determine if the rudder
composite side shell panel has been repaired since first
installation of the rudder on an airplane.

(h) Inspection of Certain Repaired Rudders

If the finding of the inspection required by paragraph (g) of
this AD reveals that a rudder repair has been done as described in
Figure A-GBBAA (Sheet 01 and 02) or Figure A-GBCAA (Sheet 02) of
Airbus Service Bulletin A320-55-1041, Revision 01, dated February
24, 2014: Within 24 months after the effective date of this AD, do a
pulse thermography inspection on the rudder, limited to the repaired
area(s), to determine type, location, and size of the repair, in
accordance with the Accomplishment Instructions of Airbus Service
Bulletin A320-55-1041, Revision 01, dated February 24, 2014.

(i) Inspection of Rudders With No Records or Incomplete Records

For each rudder for which maintenance records are not available
or are incomplete: Do the actions required by paragraphs (i)(1) and
(i)(2) of this AD.
(1) Not later than 3 months before accomplishment of the pulse
thermography inspection required by paragraph (i)(2) of this AD,
send the serial number of each rudder to Airbus.
(2) Within 24 months after the effective date of this AD, do a
pulse thermography inspection on complete rudder side shells to
identify and mark the repair location, in accordance with the
Accomplishment Instructions of Airbus Service Bulletin A320-55-1041,
Revision 01, dated February 24, 2014.

(j) Related Investigative Actions, Repetitive Inspections, and
Corrective Actions

After accomplishing the inspections required by paragraphs (h)
and (i) of this AD, as applicable: Depending on findings, do the
applicable actions specified in paragraphs (j)(1) and (j)(2) of this
AD, in accordance with the Accomplishment Instructions of Airbus
Service Bulletin A320-55-1041, Revision 01, dated February 24, 2014,
except as required by paragraph (l)(2) of this AD. Findings are
specified in Airbus Service Bulletin A320-55-1041, Revision 01,
dated February 24, 2014.
(1) Do all applicable related investigative actions and
corrective actions at the applicable times specified in tables 3,
4A, 4B, 4C, 4D, and 5 in paragraph 1.E.(2), ``Accomplishment
Timescale,'' of Airbus Service Bulletin A320-55-1041, Revision 01,
dated February 24, 2014, except as required by paragraph (l)(1) of
this AD.
(2) Do all applicable repetitive inspections of the restored and
repaired areas at the applicable intervals specified in tables 3,
4A, 4B, 4C, 4D, and 5 in paragraph 1.E.(2), ``Accomplishment
Timescale,'' of Airbus Service Bulletin A320-55-1041, Revision 01,
dated February 24, 2014.

(k) Airplanes Excluded From Certain Requirements

Airplanes fitted with a rudder having a serial number which is
not in the range TS-1001 to TS-1639 inclusive, or TS-2001 to TS-5890
inclusive; or is not TS-5927; are not affected by the requirements
of paragraphs (h), (i), and (j) of this AD, provided it is
determined that no repairs have been done as described in the
structural repair manual (SRM) procedures identified in Figure A-
GBBAA (Sheet 01 and 02) or Figure A-GBCAA (Sheet 02) of Airbus
Service Bulletin A320-55-1041, Revision 01, dated February 24, 2014,
on the composite side shell panel of that rudder since first
installation on an airplane.

(l) Exceptions to Service Information

(1) Where Airbus Service Bulletin A320-55-1041, Revision 01,
dated February 24, 2014, specifies a compliance time ``after the
original Service Bulletin issue date,'' this AD requires compliance
within the specified compliance time after the effective date of
this AD.
(2) If any damage or fluid ingress is found during any
inspection required by this AD and Airbus Service Bulletin A320-55-
1041, Revision 01, dated February 24, 2014, specifies to contact
Airbus: Before further flight, repair using a method approved by the
Manager, International Branch, ANM-116, Transport Airplane
Directorate, FAA; or the European Aviation Safety Agency (EASA); or
Airbus's EASA Design Organization Approval (DOA). If approved by the
DOA, the approval must include the DOA-authorized signature.

(m) Parts Installation Limitation

As of the effective date of this AD: Except for rudders that
meet the requirements of paragraph (k) of this AD, do not install a
rudder unless the rudder is inspected prior to installation as
specified in paragraphs (h) and (i) of this AD, and all applicable
corrective actions required by paragraph (j) of this AD are done.

(n) Repair Prohibition

As of the effective date of this AD, do not accomplish a
composite side shell panel repair on any rudder using an SRM

[[Page 69578]]

procedure identified in Figure A-GBBAA (Sheet 01 and 02) or Figure
A-GBCAA (Sheet 02) of Airbus Service Bulletin A320-55-1041, Revision
01, dated February 24, 2014.

(o) Credit for Previous Actions

This paragraph provides credit for actions required by
paragraphs (h), (i), and (j) of this AD, if those actions were
performed before the effective date of this AD using Airbus Service
Bulletin A320-55-1041, dated November 26, 2012, which is not
incorporated by reference in this AD.

(p) Other FAA AD Provisions

The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, 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 local Flight
Standards District Office, as appropriate. If sending information
directly to the International Branch, send it to ATTN: Sanjay
Ralhan, Aerospace Engineer, International Branch, ANM-116, Transport
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone 425-227-1405; fax 425-227-1149. Information may be
emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any
approved AMOC, notify your appropriate principal inspector, or
lacking a principal inspector, the manager of the local flight
standards district office/certificate holding district office. The
AMOC approval letter must specifically reference this AD.
(2) Contacting the Manufacturer: For any requirement in this AD
to obtain corrective actions from a manufacturer, the action must be
accomplished using a method approved by the Manager, International
Branch, ANM-116, Transport Airplane Directorate, FAA; or the EASA;
or Airbus's EASA DOA. If approved by the DOA, the approval must
include the DOA-authorized signature.
(3) ``RC'' Steps in Service Information: Except as required by
paragraph (l)(2) of this AD: If any service information contains
procedures or tests that are identified as RC, those procedures and
tests must be done to comply with this AD; any procedures or tests
that are not identified as RC are recommended. Those procedures and
tests that are 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 procedures and tests identified as RC can be done and the
airplane can be put back in an airworthy condition. Any
substitutions or changes to procedures or tests identified as RC
require approval of an AMOC.
(4) Reporting Requirements: 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 current 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 be approximately 5
minutes per response, including the time for reviewing instructions,
completing and reviewing the collection of information. All
responses to this collection of information are mandatory. Comments
concerning the accuracy of this burden and suggestions for reducing
the burden should be directed to the FAA at: 800 Independence Ave.
SW., Washington, DC 20591, Attn: Information Collection Clearance
Officer, AES-200.

(q) Related Information

(1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA Airworthiness Directive 2013-0302, dated December 19,
2013, for related information. This MCAI may be found in the AD
docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-0574-0007.
(2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (r)(3) and (r)(4) of this AD.

(r) Material Incorporated by Reference

(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless this AD specifies otherwise.
(i) Airbus Service Bulletin A320-55-1041, Revision 01, dated
February 24, 2014.
(ii) Reserved.
(3) For service information identified in this AD, contact
Airbus, Airworthiness Office--EIAS, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5
61 93 44 51; email account.airworth-eas@airbus.com; Internet http://www.airbus.com.
(4) You may view this service information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For
information on the availability of this material at the FAA, call
425-227-1221.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

Issued in Renton, Washington, on October 28, 2015.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-28197 Filed 11-9-15; 8:45 am]
BILLING CODE 4910-13-P

Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations 69573

galling, spalling, chipping, corrosion, heat (g) Subject on a composite side shell panel of a
discoloration, and distortion by following the Joint Aircraft Service Component (JASC) rudder. This AD requires an inspection
Accomplishment Instructions, paragraphs Code: 6500, Tail Rotor Drive. to determine if any rudder composite
3.B.(1) through 3.B.(2), of Sikorsky 269 Alert side shell panel has been repaired, a
Service Bulletin (ASB) B–299.1 for Model (h) Material Incorporated by Reference
thermography inspection of each rudder
269A, 269A–1, 269B, 269C, and TH–55A (1) The Director of the Federal Register that has received this repair, and related
helicopters; 269C–1 ASB C1B–036.1 for approved the incorporation by reference
Model 269C–1 helicopters; or 269D ASB DB– (IBR) of the service information listed in this
investigative and corrective actions if
041.1 for Model 269D helicopters, each paragraph under 5 U.S.C. 552(a) and 1 CFR necessary. We are issuing this AD to
Revision 1 and dated February 24, 2012. If part 51. detect and correct skin disbonding on
there is a crack, a break, excessive wear, (2) You must use this service information the rudder, which could affect the
galling, spalling, chipping, corrosion, heat as applicable to do the actions required by structural integrity of the rudder,
discoloration, or distortion on any T/R this AD, unless the AD specifies otherwise. possibly resulting in reduced control of
driveshaft splined fitting, before further (i) Sikorsky 269 Alert Service Bulletin the airplane.
flight, replace the affected splined fitting and (ASB) B–299.1, Revision 1, dated February
DATES: This AD becomes effective
the T/R driveshaft. 24, 2012.
(ii) Sikorsky 269C–1 ASB C1B–036.1, December 15, 2015.
(ii) If installed, inspect each T/R driveshaft The Director of the Federal Register
grease fitting for looseness, presence of a Revision 1, dated February 24, 2012.
(iii) Sikorsky 269D ASB DB–041.1, approved the incorporation by reference
check ball inside each fitting, and for proper
Revision 1, dated February 24, 2012. of a certain publication listed in this AD
operation and seating of each check ball. If
(3) For Sikorsky service information as of December 15, 2015.
any grease fitting is loose, missing a check
identified in this AD, contact Sikorsky ADDRESSES: You may examine the AD
ball, fails to properly operate, or if a check
Aircraft Corporation, Customer Service docket on the Internet at http://
ball fails to seat, before further flight, replace
Engineering, 124 Quarry Road, Trumbull, CT www.regulations.gov/
the grease fitting.
06611; telephone 1–800–Winged–S or 203–
(iii) Lubricate each driveshaft fitting by 416–4299; email sikorskywcs@sikorsky.com.
#!docketDetail;D=FAA-2014-0574 or in
following the Accomplishment Instructions, (4) You may view this service information person at the Docket Management
paragraph 3.B.(6), of Sikorsky 269 ASB B– at FAA, Office of the Regional Counsel, Facility, U.S. Department of
299.1 for Model 269A, 269A–1, 269B, 269C, Southwest Region, 10101 Hillwood Pkwy., Transportation, Docket Operations, M–
and TH–55A helicopters; 269C–1 ASB C1B– Room 6N–321, Fort Worth, TX 76177. For 30, West Building Ground Floor, Room
036.1 for Model 269C–1 helicopters; or 269D information on the availability of this W12–140, 1200 New Jersey Avenue SE.,
ASB DB–041.1 for Model 269D helicopters, material at the FAA, call (817) 222–5110. Washington, DC.
each Revision 1 and dated February 24, 2012. (5) You may view this service information For service information identified in
(2) Within 100 hours TIS after the that is incorporated by reference at the
inspections required by paragraph (e)(1) of
this AD, contact Airbus, Airworthiness
National Archives and Records Office—EIAS, 1 Rond Point Maurice
this AD, and thereafter at intervals not Administration (NARA). For information on
exceeding 100 hours TIS: the availability of this material at NARA, call
Bellonte, 31707 Blagnac Cedex, France;
(i) Remove the driveshaft from the gearbox (202) 741–6030, or go to: http:// telephone +33 5 61 93 36 96; fax +33 5
and clean any grease from each end fitting. www.archives.gov/federal-register/cfr/ibr- 61 93 44 51; email account.airworth-
(ii) Inspect the driveshaft for straightness, locations.html. eas@airbus.com; Internet http://
a twist, and a scratch. If the driveshaft has
Issued in Fort Worth, Texas, on October 30,
www.airbus.com. You may view this
any bends, twists, or scratches, before further referenced service information at the
2015.
flight, replace the driveshaft. FAA, Transport Airplane Directorate,
(iii) Inspect the internal splines of each James A. Grigg,
1601 Lind Avenue SW., Renton, WA.
forward and aft fitting and each internal stop Acting Assistant Manager, Rotorcraft
Directorate, Aircraft Certification Service.
For information on the availability of
for wear. If there is any wear, before further
this material at the FAA, call 425–227–
flight, replace the fitting. [FR Doc. 2015–28313 Filed 11–9–15; 8:45 am]
(iv) Inspect the drive splines of each
1221. It is also available on the Internet
BILLING CODE 4910–13–P
splined drive fitting for wear. If there is any at http://www.regulations.gov by
wear, before further flight, replace the searching for and locating Docket No.
splined drive fitting. DEPARTMENT OF TRANSPORTATION FAA–2014–0574.
(v) Loosen the aft frame clamp and apply FOR FURTHER INFORMATION CONTACT:
a torque of 750 to 1,000 inch-pounds to each Federal Aviation Administration Sanjay Ralhan, Aerospace Engineer,
main transmission aft pinion nut. International Branch, ANM–116,
(f) Alternative Methods of Compliance 14 CFR Part 39 Transport Airplane Directorate, FAA,
(AMOCs) 1601 Lind Avenue SW., Renton, WA
[Docket No. FAA–2014–0574; Directorate
(1) The Manager, New York Aircraft Identifier 2013–NM–258–AD; Amendment
98057–3356; telephone 425–227–1405;
Certification Office, FAA, may approve 39–18315; AD 2015–22–10] fax 425–227–1149.
AMOCs for this AD. Send your proposal to: SUPPLEMENTARY INFORMATION:
Stephen Kowalski, Aviation Safety Engineer, RIN 2120–AA64
New York Aircraft Certification Office, Discussion
Engine & Propeller Directorate, 1600 Stewart Airworthiness Directives; Airbus We issued a notice of proposed
Ave., Suite 410, Westbury, NY 11590; Airplanes rulemaking (NPRM) to amend 14 CFR
telephone (516) 228–7327; email AGENCY: Federal Aviation part 39 by adding an AD that would
stephen.kowalski@faa.gov. apply to all Airbus Model A318 series
Administration (FAA), Department of
(2) For operations conducted under a 14 airplanes, Model A319 series airplanes,
CFR part 119 operating certificate or under
Transportation (DOT).
Model A320–211, –212, –214, –231,
rmajette on DSK2TPTVN1PROD with RULES

14 CFR part 91, subpart K, we suggest that ACTION: Final rule.
you notify your principal inspector, or
–232, and –233 airplanes, and Model
lacking a principal inspector, the manager of SUMMARY: We are adopting a new A321 series airplanes. The NPRM
the local flight standards district office or airworthiness directive (AD) for all published in the Federal Register on
certificate holding district office before Airbus Model A318, A319, A320, and August 22, 2014 (79 FR 49724). The
operating any aircraft complying with this A321 series airplanes. This AD was NPRM was prompted by a report of skin
AD through an AMOC. prompted by a report of skin disbonding disbonding on a composite side shell

VerDate Sep<11>2014 13:26 Nov 09, 2015 Jkt 238001 PO 00000 Frm 00011 Fmt 4700 Sfmt 4700 E:\FR\FM\10NOR1.SGM 10NOR1

69574 Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations

panel of a rudder. The NPRM proposed certain other repetitive inspections are required actions. Airbus also requested
to require an inspection to determine if options for certain corrective actions). we allow credit for work accomplished
any rudder composite side shell panel The corrective actions include core prior to the effective date of this AD
has been repaired, a thermography venting through the inner skin, using Airbus Service Bulletin A320–55–
inspection of each rudder that has replacements, restorations, and repairs. 1041, dated November 26, 2012.
received this repair, and related You may examine the MCAI in the Airbus also requested we to revise
investigative and corrective actions if AD docket on the Internet at http:// paragraph (h) of the proposed AD (79 FR
necessary. We are issuing this AD to www.regulations.gov/ 49724, August 22, 2014) to allow local
detect and correct skin disbonding on #!documentDetail;D=FAA-2014-0574- sanding as an alternative to pulse
the rudder, which could affect the 0007. thermography inspections for
structural integrity of the rudder, Comments determining type, location, and size of
possibly resulting in reduced control of repair, as described in Airbus Service
the airplane. We gave the public the opportunity to Bulletin A320–55–1041, Revision 01,
The European Aviation Safety Agency participate in developing this AD. The dated February 24, 2014. Airbus also
(EASA), which is the Technical Agent following presents the comments requested we allow credit for work
for the Member States of the European received on the NPRM (79 FR 49724, accomplished prior to the effective date
Union, has issued EASA Airworthiness August 22, 2014) and the FAA’s of this AD using Airbus Service Bulletin
Directive 2013–0302, dated December response to each comment. A320–55–1041, dated November 26,
19, 2013 (referred to after this as the Request To Extend Compliance Time 2012.
Mandatory Continuing Airworthiness for Rudder Inspections We partially agree with the
Information, or ‘‘the MCAI’’), to correct commenters’ requests. We agree to
Delta Air Lines Inc. (DAL) requested
an unsafe condition for all Airbus reference Airbus Service Bulletin A320–
that we change the compliance time in
Model A318, A319, A320, and A321 55–1041, Revision 01, dated February
the NPRM (79 FR 49724, August 22,
series airplanes. The MCAI states: 24, 2014, as the appropriate source of
2014) from 24 months to at least 42
A case of skin disbonding was reported on months. DAL stated that the 24-month service information for accomplishing
a composite side shell panel of a rudder compliance time for accomplishing the required actions. We have changed
installed on an A310 aeroplane. Investigation rudder inspections will be overly paragraphs (h), (i)(2), (j), (j)(1), (j)(2), (k),
results revealed that this disbonding had (l)(1), (l)(2), and (n) of this AD
started from a skin panel area, previously
burdensome to operators of large fleets.
DAL explained that it has 128 affected accordingly. We also agree to provide
repaired in-service, in accordance with credit for work accomplished prior to
Structural Repair Manual (SRM) instructions. units, and if two full-time technicians
were assigned for the inspection and the effective date of this AD using
The initial damage was identified as a
disbonding between the core and the skin of rework, it would take over 7 years to Airbus Service Bulletin A320–55–1041,
the repaired area. This damage was not accomplish the inspections. DAL added dated November 26, 2012. We have
visually detectable and likely propagated that a 42-month compliance time would added new paragraph (o) to this AD to
during normal operation due to the variation allow proper planning, inspection, and provide this credit, and redesignated
of pressure during ground-air-ground cycles. rework of affected rudders and subsequent paragraphs accordingly.
Composite rudder side shell panels are also However, we disagree with Airbus’s
installed on A320 family aeroplanes, which
suggested that intervisual inspections
could be used to support this request to revise paragraph (h) of this
may have been repaired in-service using a
compliance time extension. AD to allow local sanding as an
similar method.
This condition, if not detected and We disagree with the commenter’s alternative to pulse thermography
corrected, could affect the structural integrity request. The compliance time is based inspections for determining type,
of the rudder, possibly resulting in reduced on a risk assessment. Some safety issues location, and size of repair. Based on
control of the aeroplane. are more time-sensitive than others. We Airbus Service Bulletin A320–55–1041,
To address this potential unsafe condition, have considered the compliance time Revision 01, dated February 24, 2014,
Airbus issued Service Bulletin (SB) A320– established by the EASA (the State of local sanding is an alternative to pulse
55–1041 to provide instructions to inspect Design authority), and the overall risk to thermography inspections only in
and correct any affected composite rudder certain specific cases, and it is possible
side shell panels.
the fleet, including the severity of the
identified unsafe condition and the that pulse thermography inspections
For the reasons described above, this
[EASA] AD requires [an inspection to likelihood of the occurrence of the would be required after the local
determine if any rudder composite side shell unsafe condition, to determine the sanding. However, operators may apply
panel has been repaired], a one-time [pulse] compliance time. However, under the for approval of an alternative method of
thermography inspection of each rudder that provisions of paragraph (p)(1) of this compliance (AMOC) in accordance with
have received a composite rudder side shell AD, operators may apply for an the provisions specified in paragraph
panel repair, and, depending on the findings, extension of the compliance time by (p)(1) of this AD, and must identify
accomplishment of applicable corrective and providing rationale explaining why a clearly the conditions for using local
follow-up actions [related investigative sanding in lieu of pulse thermography
actions and repetitive inspections].
compliance time extension provides an
acceptable level of safety. We have not inspections.
The related investigative actions changed this AD in this regard. Request To Remove Structural Repair
include elasticity laminate checker
Requests To Revise Service Information Manual (SRM) Repair Prohibition
(ELCH) inspections, ultrasonic testing
(UT) inspections, pulse thermography and Use Alternative Sanding Procedure UAL requested we remove paragraph
inspections, and tap test or woodpecker United Airlines (UAL) and Airbus (n) of the proposed AD (79 FR 49724,
rmajette on DSK2TPTVN1PROD with RULES

inspections. The repetitive inspections requested that we revise the NPRM (79 August 22, 2014), which prohibits repair
include ELCH inspections, UT FR 49724, August 22, 2014) to reference in accordance with certain SRM
inspections, pulse thermography Airbus Service Bulletin A320–55–1041, procedures. UAL stated it is
inspections, and detailed inspections Revision 01, dated February 24, 2014, as unnecessary to prohibit repair per these
(certain repetitive inspections are the appropriate source of service procedures since the procedures have
required if hole restoration is done; information for accomplishing the been deactivated by Airbus.

VerDate Sep<11>2014 13:26 Nov 09, 2015 Jkt 238001 PO 00000 Frm 00012 Fmt 4700 Sfmt 4700 E:\FR\FM\10NOR1.SGM 10NOR1

Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations 69575

We disagree with the commenter’s without maintenance records by serial compliance time is established based on
request. Deactivation of SRM number to Airbus to obtain related overall risk to the fleet, including the
procedures by the manufacturer cannot rudder manufacturing rework data. We severity of the failure and the likelihood
ensure prevention of all operators from have revised paragraph (i)(1) of this AD of the failure’s occurrence, fleet
using the SRM procedures if they have to specify sending to Airbus the serial utilization, and availability of service
not kept their manual current. We have number of each rudder for which information and parts. Therefore, the
not changed this AD in this regard. maintenance records are not available or parts installation limitation should not
are incomplete. be related to the compliance time
Request To Revise Cost Estimate
associated with mitigating the unsafe
UAL and DAL requested that we Request To Remove Requirement To
condition. We have revised paragraph
revise the estimated cost. The Inspect for Repair Status
(m) of this AD to prevent, as of the
commenters stated that the NPRM (79 DAL requested that we revise effective date of this AD, installing a
FR 49724, August 22, 2014) understates paragraph (g) of the proposed AD (79 FR rudder with a known unsafe condition
the required costs and does not 49724, August 22, 2014) to remove the by specifying that the inspection
provided on-condition cost estimates. requirement to inspect repair records, requirements of paragraphs (h) and (i) of
UAL and DAL provided some examples but instead to require directly this AD must be done and the
of costs incurred for previous repairs. complying with the pulse thermography applicable corrective actions required
We disagree with the commenters’ inspection proposed by paragraph (i) of by paragraph (j) of this AD must be
request. We indicated in the NPRM (79 the proposed AD. done, except for rudders that meet the
FR 49724, August 22, 2014) that we do We disagree with the commenter’s requirements of paragraph (k) of this
not have information about the costs request. Paragraph (g) of this AD AD.
associated with the on-condition actions establishes the requirements for
to mitigate the risk addressed in the paragraph (h) and (i) of this AD. An Request To Use Alternative Testing
NPRM. The on-condition costs can vary operator is required to inspect airplane Equipment
for each operator, depending upon maintenance records to determine if it DAL, Thermal Wave Imaging, and
inspection findings. Therefore, we have needs to comply with paragraph (h) or Snell Group requested the use of
not provided on-condition cost (i) of this AD. In addition, the required alternate equipment for performing the
estimates; instead, we provided our best reporting specified in paragraph (i)(1) of pulse thermography inspection required
estimate for the inspection costs based this AD will help determine the extent in the NPRM (79 FR 49724, August 22,
on the information received from the of the undocumented repairs in the 2014). DAL stated that, at a recent
airframe manufacturer. We have not affected fleet. Based on the results of Airlines for America non-destructive
changed this AD in this regard. these reports, we might determine that test (NDT) forum, evidence was
further corrective action is warranted. presented supporting use of alternate
Requests To Remove Requirement for We have not changed this AD in this equipment for performing pulse
Reporting Undocumented Rudders regard. thermography inspections. DAL,
UAL and DAL requested that we Thermal Wave Imaging, and Snell
remove paragraph (i)(1) of the proposed Request To Add Part Number Change,
Group explained that Airbus prohibits
AD (79 FR 49724, August 22, 2014), and Remove Part Installation
the use of alternate equipment other
which proposed to require sending to Limitation
than what is recommended in the ‘‘NTM
Airbus the records for each rudder and DAL requested that we require a part task 55–40–50–290–801–A–01.’’
serial number of each rudder for which number change for post-inspection Thermal Wave Imaging stated that
maintenance records are incomplete or rudders to aid in configuration and AD since Airbus is both the manufacturer of
unavailable. compliance control, and remove the the airplane and the vendor of the
Mr. Amaar Chaudhary requested we parts installation limitation in inspection equipment, it appears that
revise paragraph (i)(1) of the proposed paragraph (m) of the proposed AD (79 the non-allowance of equivalent
AD (79 FR 49724, August 22, 2014) to FR 49724, August 22, 2014). DAL stated equipment is a business decision
require sending only the rudder serial that, to prevent an unnecessary airplane intended to increase its revenue and
number to Airbus. However, UAL stated out of service condition in the event a lock out other companies from not only
that providing such rudder records is rudder change is required, allowing pre- this inspection, but future thermography
not reasonable because the records are and post-inspection rudders to be inspections that may be developed.
embedded within various paper forms installed throughout the full compliance Thermal Wave Imaging and Snell Group
in separate archived collections time would provide the same level of provided a comparison of the Airbus
spanning the airplane life of up to 19 safety. recommended Gecko System equipment
years, and are not in a recoverable We disagree with the commenter’s with VoyageIR Pro equipment for
electronic format. UAL and DAL also requests. Configuration control can be performing the pulse thermography
explained that it is possible operators achieved by multiple methods and is inspection.
have not retained records for permanent unique to each operator’s method of We disagree with the commenters’
rudder repairs earlier than the previous managing its fleet. Therefore, we have request. The commenters did not
airplane overhaul per section 121.380 of not been prescriptive regarding methods provide any substantiation to support
the Federal Aviation Regulations (14 for configuration control. We also the use of alternate inspection
CFR 121.380). disagree to omit paragraph (m) of this equipment other than the equipment
We agree with the commenters’ AD (Parts Installation Limitation). The recommended by Airbus. We were
statements that paragraph (i)(1) of this intent of the paragraph (m) of this AD informed by Airbus that they have
rmajette on DSK2TPTVN1PROD with RULES

AD should not require sending rudder is to ensure that, from the effective date recommended the use of specific
repair records to Airbus. However, we of this AD, rudders with a known unsafe equipment after evaluating its
disagree with the requests to not require condition are not installed unless the performance, which will facilitate
submission of serial numbers of rudders corrective actions of paragraph (j) of this mitigating the risks associated with the
without maintenance records to Airbus. AD are completed. This clarification has identified unsafe condition. However,
Operators must report the rudders been coordinated with the EASA. The we will consider requests for approval

VerDate Sep<11>2014 13:26 Nov 09, 2015 Jkt 238001 PO 00000 Frm 00013 Fmt 4700 Sfmt 4700 E:\FR\FM\10NOR1.SGM 10NOR1

69576 Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations

of an AMOC for the use of alternate information have a direct effect on we estimate the cost of this AD on U.S.
inspection equipment in accordance detecting, preventing, resolving, or operators to be $3,038,070, or $3,570 per
with the provision in paragraph (p)(1) of eliminating an identified unsafe product.
this AD if sufficient data is submitted to condition. We have received no definitive data
substantiate that the results from the As specified in a NOTE under the that would enable us to provide cost
alternate inspection equipment are Accomplishment Instructions of the estimates for the on-condition actions
conclusive to facilitate mitigating the specified service information, specified in this AD.
risks associated with the identified procedures and tests that are identified
unsafe condition. We have not changed as RC in any service information must Paperwork Reduction Act
this AD in this regard. be done to comply with the AD. A federal agency may not conduct or
However, procedures and tests that are sponsor, and a person is not required to
Request To Approve Future Service
not identified as RC are recommended. respond to, nor shall a person be subject
Bulletin Revisions
Those procedures and tests that are not to penalty for failure to comply with a
DAL requested that future revisions of identified as RC may be deviated from collection of information subject to the
Airbus Service Bulletin A320–55–1041 using accepted methods in accordance requirements of the Paperwork
be considered as approved under EASA with the operator’s maintenance or Reduction Act unless that collection of
Design Organization Approval (DOA) inspection program without obtaining information displays a current valid
for accomplishing the required AD approval of an alternative method of OMB control number. The control
actions. compliance (AMOC), provided the number for the collection of information
We disagree with the commenter’s procedures and tests identified as RC required by this AD is 2120–0056. The
request. Approval authority under can be done and the airplane can be put paperwork cost associated with this AD
EASA DOA, as stated in paragraph back in an airworthy condition. Any
(p)(2) of this AD, is only applicable to has been detailed in the Costs of
substitutions or changes to procedures Compliance section of this document
requirements in this AD to obtain or tests identified as RC will require
corrective actions from the and includes time for reviewing
approval of an AMOC. instructions, as well as completing and
manufacturer and does not apply to
approval of future service information. Conclusion reviewing the collection of information.
When referring to a specific service Therefore, all reporting associated with
We reviewed the relevant data, this AD is mandatory. Comments
bulletin in an AD, using the phrase, ‘‘or considered the comments received, and
later approved revisions,’’ violates concerning the accuracy of this burden
determined that air safety and the and suggestions for reducing the burden
Office of the Federal Register public interest require adopting this AD
regulations for approving materials that should be directed to the FAA at 800
with the changes described previously Independence Ave. SW., Washington,
are incorporated by reference. However, and minor editorial changes. We have
affected operators may request approval DC 20591, ATTN: Information
determined that these minor changes: Collection Clearance Officer, AES–200.
to use a later revision of the referenced • Are consistent with the intent that
service bulletin as an alternative method was proposed in the NPRM (79 FR Authority for This Rulemaking
of compliance, under the provisions of 49724, August 22, 2014) for correcting
paragraph (p)(1) of this AD. We have not Title 49 of the United States Code
the unsafe condition; and specifies the FAA’s authority to issue
changed this AD in this regard. • Do not add any additional burden
rules on aviation safety. Subtitle I,
Explanation of ‘‘RC’’ Steps in Service upon the public than was already
section 106, describes the authority of
Information proposed in the NPRM (79 FR 49724,
the FAA Administrator. ‘‘Subtitle VII:
August 22, 2014).
As stated previously, we have revised Aviation Programs,’’ describes in more
We also determined that these
this final rule to reference Airbus detail the scope of the Agency’s
changes will not increase the economic
Service Bulletin A320–55–1041, authority.
burden on any operator or increase the
Revision 01, dated February 24, 2014, as scope of this AD. We are issuing this rulemaking under
the appropriate source of service the authority described in ‘‘Subtitle VII,
information for accomplishing the Related Service Information Under 1 Part A, Subpart III, Section 44701:
required actions. This service bulletin CFR Part 51 General requirements.’’ Under that
revision contains certain actions that are Airbus has issued Service Bulletin section, Congress charges the FAA with
specified as Required for Compliance A320–55–1041, Revision 01, dated promoting safe flight of civil aircraft in
(RC). February 24, 2014. The service air commerce by prescribing regulations
The FAA worked in conjunction with information describes procedures for for practices, methods, and procedures
industry, under the Airworthiness inspection of the rudders for potential the Administrator finds necessary for
Directive Implementation Aviation damage, and repair. This service safety in air commerce. This regulation
Rulemaking Committee (ARC), to information is reasonably available is within the scope of that authority
enhance the AD system. One because the interested parties have because it addresses an unsafe condition
enhancement was a new process for access to it through their normal course that is likely to exist or develop on
annotating which procedures and tests of business or by the means identified products identified in this rulemaking
in the service information are required in the ADDRESSES section of this AD. action.
for compliance with an AD.
Costs of Compliance Regulatory Findings
Differentiating these procedures and
tests from other tasks in the service We determined that this AD will not
rmajette on DSK2TPTVN1PROD with RULES

We estimate that this AD affects 851
information is expected to improve an airplanes of U.S. registry. have federalism implications under
owner’s/operator’s understanding of We also estimate that it would take Executive Order 13132. This AD will
crucial AD requirements and help about 42 work-hours per product to not have a substantial direct effect on
provide consistent judgment in AD comply with the basic requirements of the States, on the relationship between
compliance. The procedures and tests this AD. The average labor rate is $85 the national government and the States,
identified as RC in any service per work-hour. Based on these figures, or on the distribution of power and

VerDate Sep<11>2014 13:26 Nov 09, 2015 Jkt 238001 PO 00000 Frm 00014 Fmt 4700 Sfmt 4700 E:\FR\FM\10NOR1.SGM 10NOR1

Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations 69577

responsibilities among the various (1) Airbus Model A318–111, –112, –121, the Accomplishment Instructions of Airbus
levels of government. and –122 airplanes. Service Bulletin A320–55–1041, Revision 01,
For the reasons discussed above, I (2) Airbus Model A319–111, –112, –113, dated February 24, 2014, except as required
certify that this AD: –114, –115, –131, –132, and –133 airplanes. by paragraph (l)(2) of this AD. Findings are
(3) Airbus Model A320–211, –212, –214, specified in Airbus Service Bulletin A320–
1. Is not a ‘‘significant regulatory
–231, –232, and –233 airplanes. 55–1041, Revision 01, dated February 24,
action’’ under Executive Order 12866; (4) Airbus Model A321–111, –112, –131, 2014.
2. Is not a ‘‘significant rule’’ under the –211, –212, –213, –231, and –232 airplanes. (1) Do all applicable related investigative
DOT Regulatory Policies and Procedures actions and corrective actions at the
(44 FR 11034, February 26, 1979); (d) Subject applicable times specified in tables 3, 4A, 4B,
3. Will not affect intrastate aviation in Air Transport Association (ATA) of 4C, 4D, and 5 in paragraph 1.E.(2),
Alaska; and America Code 55, Stabilizers. ‘‘Accomplishment Timescale,’’ of Airbus
4. Will not have a significant (e) Reason
Service Bulletin A320–55–1041, Revision 01,
economic impact, positive or negative, dated February 24, 2014, except as required
This AD was prompted by a report of skin by paragraph (l)(1) of this AD.
on a substantial number of small entities
disbonding on a composite side shell panel (2) Do all applicable repetitive inspections
under the criteria of the Regulatory of a rudder. We are issuing this AD to detect of the restored and repaired areas at the
Flexibility Act. and correct skin disbonding on the rudder, applicable intervals specified in tables 3, 4A,
Examining the AD Docket which could affect the structural integrity of 4B, 4C, 4D, and 5 in paragraph 1.E.(2),
the rudder, possibly resulting in reduced ‘‘Accomplishment Timescale,’’ of Airbus
You may examine the AD docket on control of the airplane. Service Bulletin A320–55–1041, Revision 01,
the Internet at http:// dated February 24, 2014.
(f) Compliance
www.regulations.gov/
Comply with this AD within the (k) Airplanes Excluded From Certain
#!docketDetail;D=FAA-2014-0574; or in
compliance times specified, unless already Requirements
person at the Docket Management
done. Airplanes fitted with a rudder having a
Facility between 9 a.m. and 5 p.m.,
(g) Inspection To Determine Repair Status serial number which is not in the range TS–
Monday through Friday, except Federal 1001 to TS–1639 inclusive, or TS–2001 to
holidays. The AD docket contains this Within 24 months after the effective date TS–5890 inclusive; or is not TS–5927; are not
AD, the regulatory evaluation, any of this AD: Inspect the airplane maintenance affected by the requirements of paragraphs
comments received, and other records to determine if the rudder composite (h), (i), and (j) of this AD, provided it is
information. The street address for the side shell panel has been repaired since first determined that no repairs have been done as
Docket Operations office (telephone installation of the rudder on an airplane. described in the structural repair manual
800–647–5527) is in the ADDRESSES (h) Inspection of Certain Repaired Rudders (SRM) procedures identified in Figure A–
section. GBBAA (Sheet 01 and 02) or Figure A–
If the finding of the inspection required by GBCAA (Sheet 02) of Airbus Service Bulletin
paragraph (g) of this AD reveals that a rudder
List of Subjects in 14 CFR Part 39 A320–55–1041, Revision 01, dated February
repair has been done as described in Figure 24, 2014, on the composite side shell panel
Air transportation, Aircraft, Aviation A–GBBAA (Sheet 01 and 02) or Figure A– of that rudder since first installation on an
safety, Incorporation by reference, GBCAA (Sheet 02) of Airbus Service Bulletin airplane.
Safety. A320–55–1041, Revision 01, dated February
24, 2014: Within 24 months after the effective (l) Exceptions to Service Information
Adoption of the Amendment date of this AD, do a pulse thermography (1) Where Airbus Service Bulletin A320–
Accordingly, under the authority inspection on the rudder, limited to the 55–1041, Revision 01, dated February 24,
repaired area(s), to determine type, location, 2014, specifies a compliance time ‘‘after the
delegated to me by the Administrator,
and size of the repair, in accordance with the original Service Bulletin issue date,’’ this AD
the FAA amends 14 CFR part 39 as Accomplishment Instructions of Airbus
follows: requires compliance within the specified
Service Bulletin A320–55–1041, Revision 01, compliance time after the effective date of
dated February 24, 2014. this AD.
PART 39—AIRWORTHINESS
(i) Inspection of Rudders With No Records (2) If any damage or fluid ingress is found
DIRECTIVES during any inspection required by this AD
or Incomplete Records
and Airbus Service Bulletin A320–55–1041,
■ 1. The authority citation for part 39 For each rudder for which maintenance Revision 01, dated February 24, 2014,
continues to read as follows: records are not available or are incomplete: specifies to contact Airbus: Before further
Authority: 49 U.S.C. 106(g), 40113, 44701. Do the actions required by paragraphs (i)(1) flight, repair using a method approved by the
and (i)(2) of this AD. Manager, International Branch, ANM–116,
§ 39.13 [Amended] (1) Not later than 3 months before Transport Airplane Directorate, FAA; or the
accomplishment of the pulse thermography European Aviation Safety Agency (EASA); or
■ 2. The FAA amends § 39.13 by adding inspection required by paragraph (i)(2) of this Airbus’s EASA Design Organization
the following new airworthiness AD, send the serial number of each rudder Approval (DOA). If approved by the DOA,
directive (AD): to Airbus. the approval must include the DOA-
2015–22–10 Airbus: Amendment 39–18315. (2) Within 24 months after the effective authorized signature.
Docket No. FAA–2014–0574; Directorate date of this AD, do a pulse thermography
inspection on complete rudder side shells to (m) Parts Installation Limitation
Identifier 2013–NM–258–AD.
identify and mark the repair location, in As of the effective date of this AD: Except
(a) Effective Date accordance with the Accomplishment for rudders that meet the requirements of
This AD becomes effective December 15, Instructions of Airbus Service Bulletin A320– paragraph (k) of this AD, do not install a
2015. 55–1041, Revision 01, dated February 24, rudder unless the rudder is inspected prior
2014. to installation as specified in paragraphs (h)
(b) Affected ADs and (i) of this AD, and all applicable
rmajette on DSK2TPTVN1PROD with RULES

(j) Related Investigative Actions, Repetitive
None. corrective actions required by paragraph (j) of
Inspections, and Corrective Actions
this AD are done.
(c) Applicability After accomplishing the inspections
This AD applies to the Airbus airplanes required by paragraphs (h) and (i) of this AD, (n) Repair Prohibition
specified in paragraphs (c)(1) through (c)(4) as applicable: Depending on findings, do the As of the effective date of this AD, do not
of this AD, certificated in any category, all applicable actions specified in paragraphs accomplish a composite side shell panel
manufacturer serial numbers. (j)(1) and (j)(2) of this AD, in accordance with repair on any rudder using an SRM

VerDate Sep<11>2014 13:26 Nov 09, 2015 Jkt 238001 PO 00000 Frm 00015 Fmt 4700 Sfmt 4700 E:\FR\FM\10NOR1.SGM 10NOR1

Document Created: 2018-03-01 11:25:23
Document Modified: 2018-03-01 11:25:23

Category		Regulatory Information
Collection		Federal Register
sudoc Class		AE 2.7: GS 4.107: AE 2.106:
Publisher		Office of the Federal Register, National Archives and Records Administration
Section		Rules and Regulations
Action		Final rule.
Dates		This AD becomes effective December 15, 2015.
Contact		Sanjay Ralhan, Aerospace Engineer, International Branch, ANM-116, Transport Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-3356; telephone 425-227-1405; fax 425-227-1149.
FR Citation		80 FR 69573
RIN Number		2120-AA64
CFR Associated		Air Transportation; Aircraft; Aviation Safety; Incorporation by Reference and Safety

80 FR 69573 - Airworthiness Directives; Airbus Airplanes

DEPARTMENT OF TRANSPORTATIONFederal Aviation Administration

Federal Register Volume 80, Issue 217 (November 10, 2015)

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration