Airworthiness Directives; Airbus Airplanes, 69573-69578 [2015-28197]
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Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations
(g) Subject
Joint Aircraft Service Component (JASC)
Code: 6500, Tail Rotor Drive.
(f) Alternative Methods of Compliance
(AMOCs)
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galling, spalling, chipping, corrosion, heat
discoloration, and distortion by following the
Accomplishment Instructions, paragraphs
3.B.(1) through 3.B.(2), of Sikorsky 269 Alert
Service Bulletin (ASB) B–299.1 for Model
269A, 269A–1, 269B, 269C, and TH–55A
helicopters; 269C–1 ASB C1B–036.1 for
Model 269C–1 helicopters; or 269D ASB DB–
041.1 for Model 269D helicopters, each
Revision 1 and dated February 24, 2012. If
there is a crack, a break, excessive wear,
galling, spalling, chipping, corrosion, heat
discoloration, or distortion on any T/R
driveshaft splined fitting, before further
flight, replace the affected splined fitting and
the T/R driveshaft.
(ii) If installed, inspect each T/R driveshaft
grease fitting for looseness, presence of a
check ball inside each fitting, and for proper
operation and seating of each check ball. If
any grease fitting is loose, missing a check
ball, fails to properly operate, or if a check
ball fails to seat, before further flight, replace
the grease fitting.
(iii) Lubricate each driveshaft fitting by
following the Accomplishment Instructions,
paragraph 3.B.(6), of Sikorsky 269 ASB B–
299.1 for Model 269A, 269A–1, 269B, 269C,
and TH–55A helicopters; 269C–1 ASB C1B–
036.1 for Model 269C–1 helicopters; or 269D
ASB DB–041.1 for Model 269D helicopters,
each Revision 1 and dated February 24, 2012.
(2) Within 100 hours TIS after the
inspections required by paragraph (e)(1) of
this AD, and thereafter at intervals not
exceeding 100 hours TIS:
(i) Remove the driveshaft from the gearbox
and clean any grease from each end fitting.
(ii) Inspect the driveshaft for straightness,
a twist, and a scratch. If the driveshaft has
any bends, twists, or scratches, before further
flight, replace the driveshaft.
(iii) Inspect the internal splines of each
forward and aft fitting and each internal stop
for wear. If there is any wear, before further
flight, replace the fitting.
(iv) Inspect the drive splines of each
splined drive fitting for wear. If there is any
wear, before further flight, replace the
splined drive fitting.
(v) Loosen the aft frame clamp and apply
a torque of 750 to 1,000 inch-pounds to each
main transmission aft pinion nut.
14 CFR Part 39
(1) The Manager, New York Aircraft
Certification Office, FAA, may approve
AMOCs for this AD. Send your proposal to:
Stephen Kowalski, Aviation Safety Engineer,
New York Aircraft Certification Office,
Engine & Propeller Directorate, 1600 Stewart
Ave., Suite 410, Westbury, NY 11590;
telephone (516) 228–7327; email
stephen.kowalski@faa.gov.
(2) For operations conducted under a 14
CFR part 119 operating certificate or under
14 CFR part 91, subpart K, we suggest that
you notify your principal inspector, or
lacking a principal inspector, the manager of
the local flight standards district office or
certificate holding district office before
operating any aircraft complying with this
AD through an AMOC.
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(h) 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 the AD specifies otherwise.
(i) Sikorsky 269 Alert Service Bulletin
(ASB) B–299.1, Revision 1, dated February
24, 2012.
(ii) Sikorsky 269C–1 ASB C1B–036.1,
Revision 1, dated February 24, 2012.
(iii) Sikorsky 269D ASB DB–041.1,
Revision 1, dated February 24, 2012.
(3) For Sikorsky service information
identified in this AD, contact Sikorsky
Aircraft Corporation, Customer Service
Engineering, 124 Quarry Road, Trumbull, CT
06611; telephone 1–800–Winged–S or 203–
416–4299; email sikorskywcs@sikorsky.com.
(4) You may view this service information
at FAA, Office of the Regional Counsel,
Southwest Region, 10101 Hillwood Pkwy.,
Room 6N–321, Fort Worth, TX 76177. For
information on the availability of this
material at the FAA, call (817) 222–5110.
(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: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Fort Worth, Texas, on October 30,
2015.
James A. Grigg,
Acting Assistant Manager, Rotorcraft
Directorate, Aircraft Certification Service.
[FR Doc. 2015–28313 Filed 11–9–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
[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
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
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
SUMMARY:
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69573
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 https://
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.airwortheas@airbus.com; Internet https://
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 https://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
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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:
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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;
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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 https://
www.regulations.gov/
#!documentDetail;D=FAA-2014-05740007.
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
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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.
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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.
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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
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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 preand 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
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69575
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
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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.
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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
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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,
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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
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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 https://
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
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 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.
rmajette on DSK2TPTVN1PROD with RULES
(a) Effective Date
This AD becomes effective December 15,
2015.
(b) Affected ADs
None.
(c) Applicability
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.
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(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
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Fmt 4700
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69577
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 DOAauthorized 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
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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.
rmajette on DSK2TPTVN1PROD with RULES
(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-116AMOC-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
VerDate Sep<11>2014
13:26 Nov 09, 2015
Jkt 238001
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 https://
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 https://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: https://
www.archives.gov/federal-register/cfr/ibrlocations.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
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 97
[Docket No.: FAA–2015–0783; Amendment
No. 97–1337]
RIN 2120–AA65
Standard Instrument Approach
Procedures, and Takeoff Minimums
and Obstacle Departure Procedures;
Miscellaneous Amendments
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
The FAA is issuing a final
rule that removes certain redundant or
underutilized ground-based
nondirectional radio beacon (NDB) and
VHF omnidirectional range (VOR)
Standard Instrument Approach
Procedures (SIAPs). On April 13, 2015,
the FAA published a notice of proposed
rulemaking to remove 736 procedures.
After consideration of public comments
and conducting an internal review, the
FAA has decided to move forward with
removing 334 procedures that did not
receive public comment. The 198
procedures for which comments were
received will be addressed in the future.
The FAA also identified 191 procedures
that were proposed for removal but that
do not meet the criteria at this time.
Those 191 procedures may be
reevaluated at a later date; however,
their removal is withdrawn from
consideration in this rule. There are 13
procedures erroneously identified in the
NPRM that were already in the process
for removal and should not have been
included in this proceeding. The FAA
concluded that these procedures should
continue in the separate proceeding and
are not addressed in this final rule.
DATES: This rule is effective December
10, 2015. The removal date of each
SIAP, associated Takeoff Minimums,
and ODP is as specified in the
amendatory provisions.
ADDRESSES: For information on where to
obtain copies of rulemaking documents
and other information related to this
final rule, see ‘‘How To Obtain
Additional Information’’ in the
SUPPLEMENTARY INFORMATION section of
this document.
FOR FURTHER INFORMATION CONTACT: For
technical questions concerning this
action, contact Mark D. Adams,
Aeronautical Navigation Products, AJV–
5, Aeronautical Information Services,
Federal Aviation Administration, Air
Traffic Organization, 6500 S. MacArthur
SUMMARY:
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]]>Agencies
[Federal Register Volume 80, Number 217 (Tuesday, November 10, 2015)]
[Rules and Regulations]
[Pages 69573-69578]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[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 https://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 https://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 https://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 https://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 https://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.
(c) Applicability
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 https://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 https://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: https://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
