Federal Register: August 13, 2010 (Volume 75, Number 156)
DOCID: fr13au10-6 FR Doc 2010-19327
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
CFR Citation: 14 CFR Part 39
Docket ID: [Docket No. FAA-2010-0281; Directorate Identifier 2009-NM-184-AD; Amendment 39-16390; AD 2010-16-13]
RIN ID: RIN 2120-AA64
NOTICE: RULES
DOCID: fr13au10-6
ACTION: Airworthiness Directives:
DOCUMENT ACTION: Final rule.
SUBJECT CATEGORY:
Airworthiness Directives; Airbus Model A300 B4-600, B4-600R, and F4-600R Series Airplanes, and Model C4-605R Variant F airplanes (Collectively Called A300-600 series airplanes); and A310 Series Airplanes
DATES: This AD becomes effective September 17, 2010. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of September 17, 2010.
DOCUMENT SUMMARY:
We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:
Surface defects were visually detected on the rudder of an [Airbus] A319 and an A321 inservice aeroplane. Investigation has determined that the defects reported on both rudders corresponded to areas that had been reworked in production. The investigation confirmed that the defects were the result of debonding between the skin and honeycomb core. Such reworks were also performed on some rudders fitted on A310 and A300600 aeroplanes.
An extended debonding, if not detected and corrected, may
degrade the structural integrity of the rudder. The loss of the
rudder leads to degradation of the handling qualities and reduces the controllability of the aeroplane.
* * * * *
We are issuing this AD to require actions to correct the unsafe
condition on these products.
SUMMARY:
Airbus Model A300 B4–600, B4–600R, and F4–600R Series Airplanes; et al.,
SUPPLEMENTAL INFORMATION
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that would apply to the specified products. That NPRM was published in the Federal Register on April 2, 2010 (75 FR 16685). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI states:
Surface defects were visually detected on the rudder of an [Airbus] A319 and an A321 inservice aeroplane. Investigation has determined that the defects reported on both rudders corresponded to areas that had been reworked in production. The investigation confirmed that the defects were the result of debonding between the skin and honeycomb core. Such reworks were also performed on some rudders fitted on A310 and A300600 aeroplanes.
An extended debonding, if not detected and corrected, may degrade the structural integrity of the rudder. The loss of the rudder leads to degradation of the handling qualities and reduces the controllability of the aeroplane.
To address this unsafe condition [this EASA AD] requires inspections of specific areas and, depending on findings, the application of corrective actions for those rudders where production reworks have been identified.
This * * * [EASA] AD * * * [also] requires for the vacuum loss hole restoration:
A local ultrasonic inspection for reinforced area instead of the
local thermographic inspection, which is maintained for non reinforced areas, and
additional work performance for rudders on which this
thermographic inspection has been performed in the reinforced area.
The inspections include vacuum loss inspections and elasticity laminate
checker inspections for defects including debonding between the skin
and honeycomb core of the rudder, and ultrasonic inspections for
rudders on which temporary restoration with resin or permanent vacuum
loss hole restoration has been performed. The corrective action is
contacting the manufacturer for repair instructions and doing the
repair. We are considering similar rulemaking action on Model A319 and
A321 airplanes. You may obtain further information by examining the MCAI in the AD docket.
Comments
We gave the public the opportunity to participate in developing
this AD. We considered the comments received. FedEx comments that the
proposed compliance times fit within their planned scheduled maintenance check.
Request for Clarification Regarding the Requirement To Contact Airbus
for New Instructions for Rudders Installed on Other Airplanes
American Airlines requests clarification concerning the requirement to contact Airbus for new instructions if rudders are installed on other airplanes. American Airlines states that the NPRM identifies rudders by rudder serial number only and does not require verification of airplane serial number; however, Airbus All Operators Telexes (AOT) A31055A2048 and A30055A6047, both Revision 02, both dated October 12, 2009, request contacting Airbus for additional instructions for an affected rudder if the data in Table 1 of the referenced Technical Disposition TD/K4/S1/27583/2009, Issue E, does not match the airplane. American Airlines states that since the rudder is a removable structural component, it may be moved to a new airplane. American Airlines states that since inspections are required only on the rudder, they agree with the NPRM to not include the airplane serial numbers in Table 1 of the NPRM as there is no value in obtaining new instructions simply because the rudder has been installed on a different airplane.
We agree that clarification is needed to explain the requirement described previously. In the NPRM, we referred to the Airbus AOTs for accomplishment of the inspections. We have added notes to paragraphs (g) and (h) of this AD to state that verification of the airplane serial numbers is not required.
Request To Change Compliance Time
American Airlines requests that the compliance time for the initial inspections (specified in the NPRM as ``within 8 months of the effective date of the AD'') be revised to represent 8 months inservice time. American Airlines' fleet of Model A300600 series airplanes has been retired from active service and is in longterm storage. American Airlines states that previous investigations of the Model A300600/A310 series airplanes rudders suggest that disbonding damage grows under vacuum airground cycling and that a previous study on a Model A310 airplane had shown no reduction in stiffness due to age. American Airlines suggests that it is unlikely that additional disbonding or degradation will occur on the affected rudders in storage, therefore requests that the compliance time represent 8 months inservice time. American Airlines states that this will allow for more efficient planning and will relieve the burden of obtaining special flight permits to move reactivated airplanes to facilities where the inspections are to be performed.
We agree to revise the proposed compliance time for the reason stated by the commenter. We have added a compliance time of within 840 flight hours after the effective date of this AD to paragraphs (g)(1), (g)(2), (g)(4), (g)(6), (h)(1), (h)(2), (h)(4), and (h)(6) of this AD. We have determined that 840 flight hours represents approximately 8 months given average utilization.
Request To Include Costs of Special Equipment
American Airlines requests that the cost of the elasticity laminate checker and the vacuum loss inspection equipment be included in the proposed cost estimate. American Airlines considers the equipment for both inspections to be special tooling and the inspection methods to be of limited application.
We agree that the cost of this special equipment should be included
in the cost estimate specified in this AD. The Cost Estimate section of the final rule has been changed accordingly.
Request To Remove Reporting Requirement for Negative Responses
American Airlines requests that the reporting requirement for a negative response be removed from the NPRM. American Airlines states that Airbus All Operators Telexes A31055A2048 and A30055A6047, both Revision 02, both dated October 12, 2009, request reporting both positive and negative findings. American Airlines states that reporting negative findings has no effect on airplane safety and merely adds administrative burden to the operator, which could create compliance issues due to delays in the processing of paperwork.
We agree that negative responses need not be reported. We have removed the requirement to report if no defects are found from this AD (paragraphs (g)(11) and (h)(11) of the NPRM specified reporting if no defects are found).
Change to Cost of Compliance
We have revised the Costs of Compliance section of this AD. The workhour estimate has been changed from 4 workhours to 12 workhours to match the workhours specified in the service information, which increases the costs accordingly.
Conclusion
We reviewed the available data, including the comments received,
and determined that air safety and the public interest require adopting the AD with the changes described previously.
[[Page 49372]]
We determined that these changes will not increase the economic burden on any operator or increase the scope of the AD.
Differences Between This AD and the MCAI or Service Information
We have reviewed the MCAI and related service information and, in general, agree with their substance. But we might have found it necessary to use different words from those in the MCAI to ensure the AD is clear for U.S. operators and is enforceable. In making these changes, we do not intend to differ substantively from the information provided in the MCAI and related service information.
We might also have required different actions in this AD from those in the MCAI in order to follow our FAA policies. Any such differences are highlighted in a NOTE within the AD.
Costs of Compliance
We estimate that this AD will affect 194 products of U.S. registry. We also estimate that it will take about 12 workhours per product to comply with the basic requirements of this AD. The average labor rate is $85 per workhour. Tooling costs for each operator will cost about $24,602. There are three affected US operators. Based on these figures, we estimate the cost of this AD to the U.S. operators to be $197,880, or $1,020 per product, plus the tooling costs of $24,602 for each operator.
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 responsibilities among the various levels of government.
For the reasons discussed above, I certify 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); and
3. Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to comply with this AD and placed it in the AD docket.
Examining the AD Docket
You may examine the AD docket on the Internet at http:// www.regulations.gov; or in person at the Docket Operations office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains the NPRM, the regulatory evaluation, any comments received, and other information. The street address for the Docket Operations office (telephone (800) 6475527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt.
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 39AIRWORTHINESS DIRECTIVES
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]
2. The FAA amends Sec. 39.13 by adding the following new AD:
20101613 Airbus: Amendment 3916390. Docket No. FAA20100281; Directorate Identifier 2009NM184AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective September 17, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A300 B4601, B4603, B4620,
B4622, B4605R, B4622R, F4605R, F4622R, and C4605R Variant F
airplanes; and Model A310203, 204, 221, 222, 304, 322, 324,
and 325 airplanes; certificated in any category; equipped with
carbon fiber reinforced plastic rudders having part numbers and serial numbers listed in Table 1 of this AD.
Table 1Rudder Information
Affected
Rudder part No. rudder Serial Core density
No. 24kg/m\3\
A5547150001691....................... HF1017 Yes.
A5547150001691....................... HF1020 No.
A5547150001691....................... HF1059 No.
A5547150001691....................... HF1061 No.
A5547150001691....................... HF1064 No.
A5547150001400....................... HF1087 Yes.
A5547150001400....................... HF1119 Yes.
A5547150001600....................... HF1189 Yes.
A5547150001600....................... HF1203 Yes.
A5547150001600....................... HF1266 Yes.
A5547150002600....................... TS1405 No.
A5547171000000....................... TS2001 No.
A5547171000000....................... TS2004 No.
A5547171000000....................... TS2007 No.
A5547171000000....................... TS2009 No. [[Page 49373]]
A5547171000000....................... TS2011 No.
A5547171000000....................... TS2012 No.
A5547171000000....................... TS2013 No.
A5547171000000....................... TS2014 No.
A5547171000000....................... TS2016 No.
A5547171000000....................... TS2017 No.
A5547171000000....................... TS2018 No.
A5547171000000....................... TS2020 No.
A5547171000000....................... TS2021 No.
A5547171000000....................... TS2022 No.
A5547171000000....................... TS2024 No.
A5547171000000....................... TS2025 No.
A5547171000000....................... TS2026 No.
A5547171000000....................... TS2028 No.
A5547171000000....................... TS2029 No.
A5547171000200....................... TS2031 No.
A5547171000200....................... TS2032 No.
A5547171000200....................... TS2035 No.
A5547171000200....................... TS2040 No.
A5547171000200....................... TS2041 No.
A5547171000200....................... TS2044 No.
A5547171000200....................... TS2046 No.
A5547171000400....................... TS2050 No.
A5547171000400....................... TS2056 No.
A5547171000400....................... TS2058 No.
A5547171000400....................... TS2060 No.
A5547171000400....................... TS2062 No.
A5547171000400....................... TS2065 No.
A5547171000400....................... TS2066 No.
A5547171000400....................... TS2074 No.
A5547171000400....................... TS2075 No.
A5547171000400....................... TS2076 No.
A5547171000400....................... TS2079 No. Subject
(d) Air Transport Association (ATA) of America Code 55: Stabilizers.
Reason
(e) The mandatory continuing airworthiness information (MCAI) states:
Surface defects were visually detected on the rudder of an [Airbus] A319 and an A321 inservice aeroplane. Investigation has determined that the defects reported on both rudders corresponded to areas that had been reworked in production. The investigation confirmed that the defects were the result of debonding between the skin and honeycomb core. Such reworks were also performed on some rudders fitted on A310 and A300600 aeroplanes.
An extended debonding, if not detected and corrected, may degrade the structural integrity of the rudder. The loss of the rudder leads to degradation of the handling qualities and reduces the controllability of the aeroplane.
To address this unsafe condition [this EASA AD] requires
inspections of specific areas and, depending on findings, the
application of corrective actions for those rudders where production
reworks have been identified. This * * * [EASA] AD * * * [also] requires for the vacuum loss hole restoration:
A local ultrasonic inspection for reinforced area instead of the
local thermographic inspection, which is maintained for non reinforced areas, and
Additional work performance for rudders on which this
thermographic inspection has been performed in the reinforced area.
The inspections include vacuum loss inspections and elasticity
laminate checker inspections for defects including debonding
between the skin and honeycomb core of the rudder, and ultrasonic
inspections for rudders on which temporary restoration with resin or
permanent vacuum loss hole restoration has been performed. The
corrective action is contacting the manufacturer for repair
instructions and doing the repair. We are considering similar rulemaking action on Model A319 and A321 airplanes.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the actions have already been done.
Actions and Compliance
(g) For rudders with a honeycomb core density of 24 kg/m\3\, as
identified in Table 1 of this AD, do the actions required in
paragraphs (g)(1) through (g)(10) of this AD, in accordance with
Airbus All Operators Telex (AOT) A31055A2048 or A30055A6047, both Revision 02, both dated October 12, 2009, as applicable.
Note 1: Verification of the airplane serial numbers is not required.
(1) In the reinforced location: Within 8 months or 840 flight
hours after the effective date of this AD, whichever occurs later,
do a vacuum loss inspection to detect defects including debonding.
(2) In the trailing edge location: Within 24 months or 840
flight hours after the effective date of this AD, whichever occurs
later, do an elasticity laminate checker inspection to detect defects including debonding.
(3) Repeat the inspection required by paragraph (g)(2) of this
AD two times at intervals not to exceed 4,500 flight cycles, but not fewer than 4,000 flight cycles from the last inspection.
(4) In other locations (lower rib/upper edge/leading edge/other
locations): Within 8 months or 840 flight hours after the effective
date of this AD, whichever occurs later, do an elasticity laminate checker inspection to detect defects including debonding.
(5) Repeat the inspection required by paragraph (g)(4) of this
AD at intervals not to exceed 8 months from the last inspection.
(6) Within 24 months or 840 flight hours after the effective
date of this AD, whichever occurs later, do a vacuum loss inspection
on the other locations (lower rib/upper edge/leading edge/other locations) to detect defects including debonding.
(7) Accomplishment of the inspection required by paragraph (g)(6) of this AD
[[Page 49374]]
terminates the initial and repetitive inspections required by paragraphs (g)(4) and (g)(5) of this AD.
(8) If any defect is found during any inspection required by
paragraph (g)(1), (g)(2), (g)(4), or (g)(6) of this AD, before
further flight, contact Airbus for repair instructions and do the repair.
(9) If no defects are found during any inspection required by
paragraphs (g)(1) and (g)(6) of this AD, before further flight,
restore the vacuum loss holes with temporary restoration with self
adhesive patches, temporary restoration with resin, or permanent
restoration with resin and surface protection, and repeat the
inspection required by paragraph (g)(3) of this AD at intervals not
to exceed 4,500 flight cycles until permanent restoration is completed.
(10) If any defect is found during any inspection required by
paragraphs (g)(1), (g)(2), (g)(4), and (g)(6) of this AD, at the
applicable time specified in paragraph (g)(10)(i) or (g)(10)(ii) of
this AD: Report the inspection results to Airbus SAS, SEER1/SEER2/
SEER3, Customer Services, 1 Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France; fax +33 (0) 5 61 93 28 73; or email to
region1.StructureRepairSupport@airbus.com,
region2.StructureRepairSupport@airbus.com, or
region3.StructureRepairSupport@airbus.com.
(i) Inspections done before the effective date of this AD: Within 30 days after the effective date of this AD.
(ii) Inspections done on or after the effective date of this AD: Within 30 days after accomplishment of the inspection.
(h) For rudders not having a honeycomb core density of 24 kg/
m\3\, as identified in Table 1 of this AD, do the actions required
in paragraphs (h)(1) through (h)(10) of this AD, in accordance with
Airbus AOT A31055A2048 or AOT A30055A6047, both Revision 02, both dated October 12, 2009, as applicable.
Note 2: Verification of the airplane serial numbers is not required.
(1) In the reinforced location: Within 8 months after the rudder
has accumulated 13,000 flight cycles since first installation, or
within 8 months after the effective date of this AD, or within 840
flight hours after the effective date of this AD; whichever occurs
latest, do a vacuum loss inspection to detect defects including de bonding.
(2) In the trailing edge location: Within 24 months after the rudder has accumulated 13,000 flight cycles since first
installation, or within 24 months after the effective date of this
AD, or within 840 flight hours after the effective date of this AD,
whichever occurs latest, do an elasticity laminate checker inspection to detect defects including debonding.
(3) Repeat the inspection required by paragraph (h)(2) of this
AD two times at intervals not to exceed 4,500 flight cycles, but not fewer than 4,000 flight cycles from the last inspection.
(4) In other locations (lower rib/upper edge/leading edge/other
locations): Within 8 months after the rudder has accumulated 13,000
flight cycles since first installation, or within 8 months after the
effective date of this AD, or within 840 flight hours after the
effective date of this AD, whichever occurs latest; do an elasticity
laminate checker inspection to detect defects including debonding.
(5) Repeat the inspection required by paragraph (h)(4) of this
AD at intervals not to exceed 8 months from the last inspection.
(6) Within 24 months after the rudder has accumulated 13,000
flight cycles since first installation, or within 24 months after
the effective date of this AD, or within 840 flight hours after the
effective date of this AD, whichever occurs latest, do a vacuum loss
inspection on the other locations (lower rib/upper edge/leading
edge/other location) to detect defects including debonding.
(7) Accomplishment of the inspection required by paragraph
(h)(6) of this AD terminates the initial and repetitive inspections required by paragraphs (h)(4) and (h)(5) of this AD.
(8) If any defect is found during any inspection required by
paragraph (h)(1), (h)(2), (h)(4), or (h)(6) of this AD, before
further flight, contact Airbus for repair instructions and do the repair.
(9) If no defects are found during the inspections required by
paragraphs (h)(1) and (h)(6) of this AD, before further flight,
restore the vacuum loss holes with the temporary restoration with
self adhesive patches, temporary restoration with resin, or
permanent restoration with resin and surface protection, and repeat
the inspection required by paragraph (h)(3) of this AD at intervals
not to exceed 4,500 flight cycles until permanent restoration is completed.
(10) If any defect is found during any inspection required by
paragraphs (h)(1), (h)(2), (h)(4), and (h)(6) of this AD, at the
applicable time specified in paragraph (h)(10)(i) or (h)(10)(ii) of
this AD: Report the inspection results to Airbus SAS, SEER1/SEER2/
SEER3, Customer Services, 1 Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France; fax +33 (0) 5 61 93 28 73; or email to
region1.StructureRepairSupport@airbus.com,
region2.StructureRepairSupport@airbus.com, or
region3.StructureRepairSupport@airbus.com.
(i) Inspections done before the effective date of this AD: Within 30 days after the effective date of this AD.
(ii) Inspections done on or after the effective date of this AD: Within 30 days after accomplishment of the inspection.
(i) Actions done before the effective date of this AD, in
accordance with the service information listed in Table 2 of this
AD, are acceptable for compliance with the requirements of
paragraphs (g) and (h) of this AD for the areas inspected, for any rudder listed in Table 1 of this AD.
(j) Additional areas requiring inspection for all airplanes are
defined in Airbus AOT A31055A2048 or AOT A30055A6047, both
Revision 02, both dated October 12, 2009, as applicable. For these
additional areas, do the actions required in paragraphs (g) and (h)
of this AD, as applicable, at the times specified in those
paragraphs. For all areas, do the repetitive inspections required by
paragraphs (g) and (h) of this AD as applicable at the times specified in those paragraphs.
Table 2Credit Service Information
Airbus AOT Revision Dated
A30055A6047................. Original....... May 11, 2009.
A30055A6047................. 01............. July 8, 2009.
A31055A2048................. Original....... May 11, 2009.
A31055A2048................. 01............. July 8, 2009.
(k) For rudders on which temporary restoration with resin or
permanent vacuum loss hole restoration has been done in accordance
with the applicable service bulletin specified in Table 2 of this
AD, as required in paragraph (g)(9) or (h)(9) of this AD, before the
effective date of this AD: Within 4,500 flight cycles from the
restoration date, do an ultrasonic inspection for defects, including
debonding of the reinforced area, in accordance with Airbus AOT
A31055A2048 or AOT A30055A6047, both Revision 02, both dated
October 12, 2009, as applicable. If any defect is found, before
further flight, contact Airbus for repair instructions and do the repair.
(l) After the effective date of this AD, no person may install
any rudder listed in Table 1 of this AD on any airplane, unless the
rudder has been inspected and all applicable corrective actions have
been done in accordance with paragraph (g) or (h) of this AD. FAA AD Differences
Note 3: This AD differs from the MCAI and/or service information as follows: No differences.
Other FAA AD Provisions
(m) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM116, FAA, has the authority to approve AMOCs for this AD, if requested
[[Page 49375]]
using the procedures found in 14 CFR 39.19. Send information to
FOR FURTHER INFORMATION CONTACT
Dan Rodina, Aerospace Engineer,
International Branch, ANM116, Transport Airplane Directorate, FAA, [[Page 49371]]
1601 Lind Avenue, SW., Renton, Washington 980573356; telephone (425)
2272125; fax (425) 2271149.