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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. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(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. 

(g) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6500, Tail Rotor Drive. 

(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: http://

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 

14 CFR Part 39 

[Docket No. FAA–2014–0574; Directorate 

Identifier 2013–NM–258–AD; Amendment 

39–18315; AD 2015–22–10] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A318, A319, A320, and 

A321 series airplanes. This AD was 

prompted by a report of skin disbonding 

on a composite side shell panel of a 

rudder. This AD requires an inspection 

to determine if any rudder composite 

side shell panel has been repaired, a 

thermography inspection of each rudder 

that has received this repair, and related 

investigative and corrective actions if 

necessary. We are issuing this AD to 

detect and correct skin disbonding on 

the rudder, which could affect the 

structural integrity of the rudder, 

possibly resulting in reduced control of 

the airplane. 

DATES: This AD becomes effective 

December 15, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 15, 2015. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0574 or in 

person at the Docket Management 

Facility, U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC. 

For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 

61 93 44 51; email account.airwortheas@airbus.com; Internet http://

www.airbus.com. You may view this 

referenced service information at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. It is also available on the Internet 

at http://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2014–0574. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1405; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Airbus Model A318 series 

airplanes, Model A319 series airplanes, 

Model A320–211, –212, –214, –231, 

–232, and –233 airplanes, and Model 

A321 series airplanes. The NPRM 

published in the Federal Register on 

August 22, 2014 (79 FR 49724). The 

NPRM was prompted by a report of skin 

disbonding on a composite side shell 


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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: 

A case of skin disbonding was reported on 

a composite side shell panel of a rudder 

installed on an A310 aeroplane. Investigation 

results revealed that this disbonding had 

started from a skin panel area, previously 

repaired in-service, in accordance with 

Structural Repair Manual (SRM) instructions. 

The initial damage was identified as a 

disbonding between the core and the skin of 

the repaired area. This damage was not 

visually detectable and likely propagated 

during normal operation due to the variation 

of pressure during ground-air-ground cycles. 

Composite rudder side shell panels are also 

installed on A320 family aeroplanes, which 

may have been repaired in-service using a 

similar method. 

This condition, if not detected and 

corrected, could affect the structural integrity 

of the rudder, possibly resulting in reduced 

control of the aeroplane. 

To address this potential unsafe condition, 

Airbus issued Service Bulletin (SB) A320– 

55–1041 to provide instructions to inspect 

and correct any affected composite rudder 

side shell panels. 

For the reasons described above, this 

[EASA] AD requires [an inspection to 

determine if any rudder composite side shell 

panel has been repaired], a one-time [pulse] 

thermography inspection of each rudder that 

have received a composite rudder side shell 

panel repair, and, depending on the findings, 

accomplishment of applicable corrective and 

follow-up actions [related investigative 

actions and repetitive inspections]. 

The related investigative actions 

include elasticity laminate checker 

(ELCH) inspections, ultrasonic testing 

(UT) inspections, pulse thermography 

inspections, and tap test or woodpecker 

inspections. The repetitive inspections 

include ELCH inspections, UT 

inspections, pulse thermography 

inspections, and detailed inspections 

(certain repetitive inspections are 

required if hole restoration is done; 

certain other repetitive inspections are 

options for certain corrective actions). 

The corrective actions include core 

venting through the inner skin, 

replacements, restorations, and repairs. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0574- 

0007. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 49724, 

August 22, 2014) and the FAA’s 

response to each comment. 

Request To Extend Compliance Time 

for Rudder Inspections 

Delta Air Lines Inc. (DAL) requested 

that we change the compliance time in 

the NPRM (79 FR 49724, August 22, 

2014) from 24 months to at least 42 

months. DAL stated that the 24-month 

compliance time for accomplishing 

rudder inspections will be overly 

burdensome to operators of large fleets. 

DAL explained that it has 128 affected 

units, and if two full-time technicians 

were assigned for the inspection and 

rework, it would take over 7 years to 

accomplish the inspections. DAL added 

that a 42-month compliance time would 

allow proper planning, inspection, and 

rework of affected rudders and 

suggested that intervisual inspections 

could be used to support this 

compliance time extension. 

We disagree with the commenter’s 

request. The compliance time is based 

on a risk assessment. Some safety issues 

are more time-sensitive than others. We 

have considered the compliance time 

established by the EASA (the State of 

Design authority), and the overall risk to 

the fleet, including the severity of the 

identified unsafe condition and the 

likelihood of the occurrence of the 

unsafe condition, to determine the 

compliance time. However, under the 

provisions of paragraph (p)(1) of this 

AD, operators may apply for an 

extension of the compliance time by 

providing rationale explaining why a 

compliance time extension provides an 

acceptable level of safety. We have not 

changed this AD in this regard. 

Requests To Revise Service Information 

and Use Alternative Sanding Procedure 

United Airlines (UAL) and Airbus 

requested that we revise the NPRM (79 

FR 49724, August 22, 2014) to reference 

Airbus Service Bulletin A320–55–1041, 

Revision 01, dated February 24, 2014, as 

the appropriate source of service 

information for accomplishing the 

required actions. Airbus also requested 

we allow credit for work accomplished 

prior to the effective date of this AD 

using Airbus Service Bulletin A320–55– 

1041, dated November 26, 2012. 

Airbus also requested we to revise 

paragraph (h) of the proposed AD (79 FR 

49724, August 22, 2014) to allow local 

sanding as an alternative to pulse 

thermography inspections for 

determining type, location, and size of 

repair, as described in Airbus Service 

Bulletin A320–55–1041, Revision 01, 

dated February 24, 2014. Airbus also 

requested we allow credit for work 

accomplished prior to the effective date 

of this AD using Airbus Service Bulletin 

A320–55–1041, dated November 26, 

2012. 

We partially agree with the 

commenters’ requests. We agree to 

reference Airbus Service Bulletin A320– 

55–1041, Revision 01, dated February 

24, 2014, as the appropriate source of 

service information for accomplishing 

the required actions. We have changed 

paragraphs (h), (i)(2), (j), (j)(1), (j)(2), (k), 

(l)(1), (l)(2), and (n) of this AD 

accordingly. We also agree to provide 

credit for work accomplished prior to 

the effective date of this AD using 

Airbus Service Bulletin A320–55–1041, 

dated November 26, 2012. We have 

added new paragraph (o) to this AD to 

provide this credit, and redesignated 

subsequent paragraphs accordingly. 

However, we disagree with Airbus’s 

request to revise paragraph (h) of this 

AD to allow local sanding as an 

alternative to pulse thermography 

inspections for determining type, 

location, and size of repair. Based on 

Airbus Service Bulletin A320–55–1041, 

Revision 01, dated February 24, 2014, 

local sanding is an alternative to pulse 

thermography inspections only in 

certain specific cases, and it is possible 

that pulse thermography inspections 

would be required after the local 

sanding. However, operators may apply 

for approval of an alternative method of 

compliance (AMOC) in accordance with 

the provisions specified in paragraph 

(p)(1) of this AD, and must identify 

clearly the conditions for using local 

sanding in lieu of pulse thermography 

inspections. 

Request To Remove Structural Repair 

Manual (SRM) Repair Prohibition 

UAL requested we remove paragraph 

(n) of the proposed AD (79 FR 49724, 

August 22, 2014), which prohibits repair 

in accordance with certain SRM 

procedures. UAL stated it is 

unnecessary to prohibit repair per these 

procedures since the procedures have 

been deactivated by Airbus. 


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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. 

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 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 

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. 

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 


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

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0574; or in 

person at the Docket Management 

Facility between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

AD, the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (telephone 

800–647–5527) is in the ADDRESSES

section. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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. 

(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 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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69578 Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations 

procedure identified in Figure A–GBBAA 

(Sheet 01 and 02) or Figure A–GBCAA (Sheet 

02) of Airbus Service Bulletin A320–55– 

1041, Revision 01, dated February 24, 2014. 

(o) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (h), (i), and (j) of this 

AD, if those actions were performed before 

the effective date of this AD using Airbus 

Service Bulletin A320–55–1041, dated 

November 26, 2012, which is not 

incorporated by reference in this AD. 

(p) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1405; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. Before using 

any approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate holding 

district office. The AMOC approval letter 

must specifically reference this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the EASA; or Airbus’s EASA DOA. If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(3) ‘‘RC’’ Steps in Service Information: 

Except as required by paragraph (l)(2) of this 

AD: If any service information contains 

procedures or tests that are identified as RC, 

those procedures and tests must be done to 

comply with this AD; any procedures or tests 

that are not identified as RC are 

recommended. Those procedures and tests 

that are not identified as RC may be deviated 

from using accepted methods in accordance 

with the operator’s maintenance or 

inspection program without obtaining 

approval of an AMOC, provided the 

procedures and tests identified as RC can be 

done and the airplane can be put back in an 

airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(4) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

(q) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2013–0302, dated 

December 19, 2013, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0574-0007. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (r)(3) and (r)(4) of this AD. 

(r) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) Airbus Service Bulletin A320–55–1041, 

Revision 01, dated February 24, 2014. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.com. 

(4) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/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 

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 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: 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 


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