Discussion
The European Aviation Safety Agency (EASA) notified us that an unsafe condition may exist on certain Airbus Model A310 airplanes; and Model A300 B4-600, B4-600R, and F4-600R series airplanes and Model C4- 605R Variant F airplanes (collectively called A300-600 series airplanes); equipped with a carbon fiber reinforced plastic (CFRP) rudder, any series of part number (P/N) A55471500. The EASA advises that, during maintenance on a Model A300-600 series airplane, a CFRP rudder was damaged at the trailing edge during a rudder swing test. During damage assessment following this event, unrelated disbonding of the inner skin to the honeycomb core was detected at the lower skin, close to the front spar. Further examination revealed traces of hydraulic fluid in the disbonded area. During an inspection performed as part of the repair process, damage was found on the inner skin starting at the junction between the rudder spar and the lower rib. The EASA also advises that, in a separate incident, disbonding of the rudder inner skin also was detected on a Model A310 airplane undergoing paint removal. Discrepancies of the rudder, if not detected, could result in reduced structural integrity of the rudder.
Relevant Service Information
Airbus has issued All Operators Telex (AOT) A310-55A2043 and AOT A300-55A6042, both dated March 2, 2006. The AOTs describe doing the following procedures:
Checking the drainage at the lower edge of the rudder spar for the correct condition. If the aft edge sides of the leading edge butt strap at rib 0 are not clean, the AOTs specify restoring the drainage to the correct condition.
Doing a visual examination of the rudder external surfaces for the presence of contaminant hydraulic fluids. If any contaminant hydraulic fluid is found, the AOTs specify cleaning the rudder external surfaces.
Cleaning the inner surface of the rudder panels.
Doing a manual tap test inspection, or anautomatic tap test inspection using Woodpecker tool WP632, at the inner side of the rudder panels for any disbond. If any disbond is found using the manual tap test, the AOTs recommend doing a confirmation test using Woodpecker tool WP632 of the disbond. If any disbond is found using Woodpecker tool WP632, the AOTs specify marking the perimeter of any damaged area and documenting the location and size of the finding.
Depending on the number of disbonds found and size of a disbond found, the AOTs specify taking the following corrective actions: Reinspecting the damaged area or doing a permanent repair, within 2,500 flight cycles; doing a permanent repair before further flight, or doing a temporary repair before further flight and then the permanent repair within 1,500 flight cycles; contacting the manufacturer for further instructions before further flight; or extending the inspection area to find all the damage.
Reporting all inspection findings to the manufacturer.
TheEASA mandated the AOTs and issued airworthiness directive 2006- 0066, dated March 24, 2006, to ensure the continued airworthiness of these airplanes in the European Union.
AOT A310-55A2043 refers to Chapter 55-42-11 of the Airbus A310 Structural Repair Manual (SRM) as an additional source of service information for restoring the drainage to the correct condition. AOT A310-55A2043 refers to Chapter 51-78-20 of the A310 SRM as an additional source of service information for cleaning hydraulic fluids from the rudder external surfaces. AOT A310-55A2043 refers to Chapter 55-41-12 of the A310 SRM as an additional source of service information for accomplishing the temporary or permanent repair.
AOT A300-55A6042 refers to Chapter 55-42-11 of the Airbus A300-600 SRM as an additional source of service information for restoring the drainage to the correct condition. AOT A300-55A6042 refers to Chapter 51-78-20 of the A300-600 SRM as an additional source of service information for cleaning hydraulic fluids from the rudder external surfaces. AOT A300-55A6042 refers to Chapter 55-41-12 of the A300-600 SRM as an additional source of service information for accomplishing the temporary or permanent repair.
FAA's Determination and Requirements of This AD
These airplane models are manufactured in France and are type certificated for operation in the United States under the provisions of section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and the applicable bilateral airworthiness agreement. Pursuant to FAA Order 8100.14A, "Interim Procedures for Working with the European Community on Airworthiness Certification and Continued Airworthiness,'' dated August 12, 2005, the EASA has kept the FAA informed of the situation described above. We have examined the EASA's findings, evaluated all pertinent information, and determined that we need to issue an AD for products of this type design that are certificated for operation in the United States.
Therefore,we are issuing this AD to detect discrepancies of the rudder, which could result in reduced structural integrity of the rudder. This AD requires accomplishing the actions specified in the service information described previously, except as discussed under "Differences Between the AD and the EASA's Airworthiness Directive.'' The AD also requires sending all inspection results to Airbus and the FAA.
Differences Between the AD and the EASA's Airworthiness Directive
The EASA's airworthiness directive 2006-0066 requires accomplishing any corrective actions in accordance with AOT A310-55A2043 and AOT A300-55A6042, as applicable. For the condition where one disbond area per panel with a diameter of less than 130mm is found, the AOTs recommend either reinspecting or doing a permanent repair within 2,500 flight cycles after the inspection. However, we have determined that the safety of the fleet would be better addressed by repair of the damaged area. This AD requires accomplishing either a temporary or permanent repair within 6 months. If the temporary repair is accomplished, this AD further requires accomplishing the permanent repair within 1,500 flight cycles after the temporary repair.
The EASA's airworthiness directive 2006-0066 describes procedures for submitting all inspection results to the manufacturer. This AD also requires that action, as well as submitting all inspection findings to the FAA.
The EASA's airworthiness directive 2006-0066 (in accordance with the referenced Airbus AOTs) requires contacting the manufacturer for instructions on how to repair certain conditions. This AD requires repairing those conditions using a method that we approve.
Clarification of Inspection Terminology
The "check'' and "visual examination'' specified in the Airbus AOTs are referred to as "general visual inspections'' in this AD. We have included the definition for a general visual inspection in a note in this AD.
Interim Action
This is considered to be interim action. The inspection reports that are required by this AD will enable the manufacturer to obtain better insight into the nature, cause, and extent of the damage, and eventually to develop final action to address the unsafe condition. Once final action has been identified, the FAA may consider further rulemaking.
FAA's Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of this AD; therefore, providing notice and opportunity for public comment before the AD is issued is impracticable, and good cause exists to make this AD effective in less than 30 days.
Comments Invited
This AD is a final rule that involves requirements that affect flight safety and was not preceded by notice and an opportunity for public comment; however, we invite you to submit any relevant written data, views, or arguments regarding this AD. Send your comments to an address listed in the ADDRESSES section. Include "Docket No. FAA-2006- 24288; Directorate Identifier 2006-NM-068-AD'' at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the AD that might suggest a need to modify it.
We will post all comments we receive, without change, to http://dms.dot.gov , including any personal information you provide. We will also post a report summarizing each substantive verbal contact with FAA personnel concerning this AD. Using the search function of that Web site, anyone can find and read the comments in any of our dockets, including the name of the individual who sent the comment (or signed the comment on behalf of an association, business, labor union, etc.). You may review the DOT's complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477-78), or you may visit http://dms.dot.gov.
Examining the Docket
You may examine the AD docket on the Internet at http://dms.dot.gov , or in personat the Docket Management Facility office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Management Facility office (telephone (800) 647- 5227) is located on the plaza level of the Nassif Building at the DOT street address stated in the ADDRESSES section. Comments will be available in the AD docket shortly after the Docket Management System receives them.
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 have 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 that the regulation:
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. See the ADDRESSES section for a location to examine the regulatory evaluation.
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.
Sec. 39.13 [Amended]
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by adding the following new airworthiness directive (AD):