49370 Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations 

TABLE 1—ON-WING BORESCOPE INSPECTION—FURTHER ACTION AND REPETITIVE INSPECTION INTERVALS

Condition measured spline crest in accordance 

with section 3.A of Rolls-Royce alert NMSB 

RB.211–72–AG329, Revision 1, dated January 

13, 2010, is: 

Action Compliance time/repetitive interval (not to exceed) flight cycles since last inspection 

(i) Less than 0.5 mm with no material remaining Remove the engine .......................................... Before next flight. 

(ii) Less than 0.5 mm with some material remaining.Remove the engine .......................................... Within 10 flight cycles. 

(iii) Equal to or more than 0.5 mm but less than 

1 mm.

Repeat inspection ............................................ Within 50 flight cycles. 

(iv) Equal to or more than 1 mm but less than 

1.5 mm.

Repeat inspection ............................................ Within 100 flight cycles. 

(v) Equal to or more than 1.5 mm but less than 

2 mm.

Repeat inspection ............................................ Within 200 flight cycles. 

(vi) Equal to or more than 2 mm but less than 

2.4 mm.

Repeat inspection ............................................ Within 300 flight cycles. 

(vii) Equal to or more than 2.4 mm .................... Repeat inspection ............................................ Within 400 flight cycles. 

Note 1: The nominal unworn dimension of 

the spline crest is 2.65 mm. 

In-Shop Replacement and Inspection 

(4) At the next shop visit after the effective 

date of this AD perform the following: 

(i) Replace any IP shaft coupling that was 

previously borescope inspected in 

accordance with paragraph (e)(1) of this AD 

and put on a reduced re-inspection interval 

in accordance with paragraphs (e)(3)(i) 

through (e)(3)(vii) of this AD. 

(ii) Inspect all other IP shaft coupling 

splines using paragraphs 3.B.(2) or 3.B.(3) of 

RR RB211 Trent 900 Series Propulsion 

Systems Alert NMSB RB.211–72–AG329, 

Revision 1, dated January 13, 2010. 

Definitions 

(5) For the purposes of this AD, a shop visit 

is the induction of an engine into the shop 

for maintenance involving the separation of 

pairs of major mating engine flanges, except 

that the separation of engine flanges solely 

for the purposes of transportation without 

subsequent engine maintenance does not 

constitute an engine shop visit. 

FAA AD Differences 

(f) None. 

Other FAA AD Provisions 

(g) Alternative Methods of Compliance 

(AMOCs): The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(h) Refer to MCAI EASA Airworthiness 

Directive 2010–0008, dated January 15, 2010, 

for related information. 

(i) Contact Ian Dargin, Aerospace Engineer, 

Engine Certification Office, FAA, Engine and 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; email: ian.dargin@faa.gov; telephone (781) 

238–7178; fax (781) 238–7199, for more 

information about this AD. 

Material Incorporated by Reference 

(j) You must use Rolls-Royce RB211 Trent 

900 Series Propulsion Systems Alert NonModification Service Bulletin RB.211–72– 

AG329 Revision 1, dated January 13, 2010 to 

do the actions required by this AD, unless the 

AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Rolls-Royce plc, P.O. Box 

31, Derby, DE24 8BJ, United Kingdom; 

telephone 044 1332 242424; fax 044 1332 

249936. 

(3) You may review copies at the FAA, 

New England Region, 12 New England 

Executive Park, Burlington, MA; or 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 Burlington, Massachusetts, on 

July 26, 2010. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–18730 Filed 8–12–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0281; Directorate 

Identifier 2009–NM–184–AD; Amendment 

39–16390; AD 2010–16–13] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

Series Airplanes, and Model C4–605R 

Variant F airplanes (Collectively Called 

A300–600 series airplanes); and A310 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Surface defects were visually detected on 

the rudder of an [Airbus] A319 and an A321 

in-service aeroplane. Investigation has 

determined that the defects reported on both 

rudders corresponded to areas that had been 

reworked in production. The investigation 

confirmed that the defects were the result of 

de-bonding between the skin and honeycomb 

core. Such reworks were also performed on 

some rudders fitted on A310 and A300–600 

aeroplanes. 

An extended de-bonding, if not detected 

and corrected, may degrade the structural 

integrity of the rudder. The loss of the rudder 

leads to degradation of the handling qualities 

and reduces the controllability of the 

aeroplane. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

September 17, 2010. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD as of 

September 17, 2010. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 


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Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations 49371 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on April 2, 2010 (75 FR 16685). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Surface defects were visually detected on 

the rudder of an [Airbus] A319 and an A321 

in-service aeroplane. Investigation has 

determined that the defects reported on both 

rudders corresponded to areas that had been 

reworked in production. The investigation 

confirmed that the defects were the result of 

de-bonding between the skin and honeycomb 

core. Such reworks were also performed on 

some rudders fitted on A310 and A300–600 

aeroplanes. 

An extended de-bonding, if not detected 

and corrected, may degrade the structural 

integrity of the rudder. The loss of the rudder 

leads to degradation of the handling qualities 

and reduces the controllability of the 

aeroplane. 

To address this unsafe condition [this 

EASA AD] requires inspections of specific 

areas and, depending on findings, the 

application of corrective actions for those 

rudders where production reworks have been 

identified. 

This * * * [EASA] AD * * * [also] 

requires for the vacuum loss hole restoration: 

—A local ultrasonic inspection for reinforced 

area instead of the local thermographic 

inspection, which is maintained for nonreinforced areas, and 

—additional work performance for rudders 

on which this thermographic inspection 

has been performed in the reinforced area. 

The inspections include vacuum loss 

inspections and elasticity laminate 

checker inspections for defects 

including de-bonding between the skin 

and honeycomb core of the rudder, and 

ultrasonic inspections for rudders on 

which temporary restoration with resin 

or permanent vacuum loss hole 

restoration has been performed. The 

corrective action is contacting the 

manufacturer for repair instructions and 

doing the repair. We are considering 

similar rulemaking action on Model 

A319 and A321 airplanes. You may 

obtain further information by examining 

the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

FedEx comments that the proposed 

compliance times fit within their 

planned scheduled maintenance check. 

Request for Clarification Regarding the 

Requirement To Contact Airbus for 

New Instructions for Rudders Installed 

on Other Airplanes 

American Airlines requests 

clarification concerning the requirement 

to contact Airbus for new instructions if 

rudders are installed on other airplanes. 

American Airlines states that the NPRM 

identifies rudders by rudder serial 

number only and does not require 

verification of airplane serial number; 

however, Airbus All Operators Telexes 

(AOT) A310–55A2048 and A300– 

55A6047, both Revision 02, both dated 

October 12, 2009, request contacting 

Airbus for additional instructions for an 

affected rudder if the data in Table 1 of 

the referenced Technical Disposition 

TD/K4/S1/27583/2009, Issue E, does not 

match the airplane. American Airlines 

states that since the rudder is a 

removable structural component, it may 

be moved to a new airplane. American 

Airlines states that since inspections are 

required only on the rudder, they agree 

with the NPRM to not include the 

airplane serial numbers in Table 1 of the 

NPRM as there is no value in obtaining 

new instructions simply because the 

rudder has been installed on a different 

airplane. 

We agree that clarification is needed 

to explain the requirement described 

previously. In the NPRM, we referred to 

the Airbus AOTs for accomplishment of 

the inspections. We have added notes to 

paragraphs (g) and (h) of this AD to state 

that verification of the airplane serial 

numbers is not required. 

Request To Change Compliance Time 

American Airlines requests that the 

compliance time for the initial 

inspections (specified in the NPRM as 

‘‘within 8 months of the effective date of 

the AD’’) be revised to represent 8 

months in-service time. American 

Airlines’ fleet of Model A300–600 series 

airplanes has been retired from active 

service and is in long-term storage. 

American Airlines states that previous 

investigations of the Model A300–600/ 

A310 series airplanes rudders suggest 

that disbonding damage grows under 

vacuum air-ground cycling and that a 

previous study on a Model A310 

airplane had shown no reduction in 

stiffness due to age. American Airlines 

suggests that it is unlikely that 

additional disbonding or degradation 

will occur on the affected rudders in 

storage, therefore requests that the 

compliance time represent 8 months inservice time. American Airlines states 

that this will allow for more efficient 

planning and will relieve the burden of 

obtaining special flight permits to move 

re-activated airplanes to facilities where 

the inspections are to be performed. 

We agree to revise the proposed 

compliance time for the reason stated by 

the commenter. We have added a 

compliance time of within 840 flight 

hours after the effective date of this AD 

to paragraphs (g)(1), (g)(2), (g)(4), (g)(6), 

(h)(1), (h)(2), (h)(4), and (h)(6) of this 

AD. We have determined that 840 flight 

hours represents approximately 8 

months given average utilization. 

Request To Include Costs of Special 

Equipment 

American Airlines requests that the 

cost of the elasticity laminate checker 

and the vacuum loss inspection 

equipment be included in the proposed 

cost estimate. American Airlines 

considers the equipment for both 

inspections to be special tooling and the 

inspection methods to be of limited 

application. 

We agree that the cost of this special 

equipment should be included in the 

cost estimate specified in this AD. The 

Cost Estimate section of the final rule 

has been changed accordingly. 

Request To Remove Reporting 

Requirement for Negative Responses 

American Airlines requests that the 

reporting requirement for a negative 

response be removed from the NPRM. 

American Airlines states that Airbus All 

Operators Telexes A310–55A2048 and 

A300–55A6047, both Revision 02, both 

dated October 12, 2009, request 

reporting both positive and negative 

findings. American Airlines states that 

reporting negative findings has no effect 

on airplane safety and merely adds 

administrative burden to the operator, 

which could create compliance issues 

due to delays in the processing of 

paperwork. 

We agree that negative responses need 

not be reported. We have removed the 

requirement to report if no defects are 

found from this AD (paragraphs (g)(11) 

and (h)(11) of the NPRM specified 

reporting if no defects are found). 

Change to Cost of Compliance 

We have revised the Costs of 

Compliance section of this AD. The 

work-hour estimate has been changed 

from 4 work-hours to 12 work-hours to 

match the work-hours specified in the 

service information, which increases the 

costs accordingly. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 


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49372 Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

194 products of U.S. registry. We also 

estimate that it will take about 12 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Tooling costs for each operator will cost 

about $24,602. There are three affected 

US operators. Based on these figures, we 

estimate the cost of this AD to the U.S. 

operators to be $197,880, or $1,020 per 

product, plus the tooling costs of 

$24,602 for each operator. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 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 AD: 

2010–16–13 Airbus: Amendment 39–16390. 

Docket No. FAA–2010–0281; Directorate 

Identifier 2009–NM–184–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective September 17, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A300 

B4–601, B4–603, B4–620, B4–622, B4–605R, 

B4–622R, F4–605R, F4–622R, and C4–605R 

Variant F airplanes; and Model A310–203, 

–204, –221, –222, –304, –322, –324, and –325 

airplanes; certificated in any category; 

equipped with carbon fiber reinforced plastic 

rudders having part numbers and serial 

numbers listed in Table 1 of this AD. 

TABLE 1—RUDDER INFORMATION

Rudder part No. 

Affected 

rudder 

Serial No. 

Core density 

24kg/m3

A554–71500–016–91 ............................................................................................................................................... HF–1017 Yes. 

A554–71500–016–91 ............................................................................................................................................... HF–1020 No. 

A554–71500–016–91 ............................................................................................................................................... HF–1059 No. 

A554–71500–016–91 ............................................................................................................................................... HF–1061 No. 

A554–71500–016–91 ............................................................................................................................................... HF–1064 No. 

A554–71500–014–00 ............................................................................................................................................... HF–1087 Yes. 

A554–71500–014–00 ............................................................................................................................................... HF–1119 Yes. 

A554–71500–016–00 ............................................................................................................................................... HF–1189 Yes. 

A554–71500–016–00 ............................................................................................................................................... HF–1203 Yes. 

A554–71500–016–00 ............................................................................................................................................... HF–1266 Yes. 

A554–71500–026–00 ............................................................................................................................................... TS–1405 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2001 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2004 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2007 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2009 No. 


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TABLE 1—RUDDER INFORMATION—Continued 

Rudder part No. 

Affected 

rudder 

Serial No. 

Core density 

24kg/m3

A554–71710–000–00 ............................................................................................................................................... TS–2011 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2012 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2013 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2014 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2016 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2017 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2018 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2020 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2021 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2022 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2024 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2025 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2026 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2028 No. 

A554–71710–000–00 ............................................................................................................................................... TS–2029 No. 

A554–71710–002–00 ............................................................................................................................................... TS–2031 No. 

A554–71710–002–00 ............................................................................................................................................... TS–2032 No. 

A554–71710–002–00 ............................................................................................................................................... TS–2035 No. 

A554–71710–002–00 ............................................................................................................................................... TS–2040 No. 

A554–71710–002–00 ............................................................................................................................................... TS–2041 No. 

A554–71710–002–00 ............................................................................................................................................... TS–2044 No. 

A554–71710–002–00 ............................................................................................................................................... TS–2046 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2050 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2056 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2058 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2060 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2062 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2065 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2066 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2074 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2075 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2076 No. 

A554–71710–004–00 ............................................................................................................................................... TS–2079 No. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 55: Stabilizers. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Surface defects were visually detected on 

the rudder of an [Airbus] A319 and an A321 

in-service aeroplane. Investigation has 

determined that the defects reported on both 

rudders corresponded to areas that had been 

reworked in production. The investigation 

confirmed that the defects were the result of 

de-bonding between the skin and honeycomb 

core. Such reworks were also performed on 

some rudders fitted on A310 and A300–600 

aeroplanes. 

An extended de-bonding, if not detected 

and corrected, may degrade the structural 

integrity of the rudder. The loss of the rudder 

leads to degradation of the handling qualities 

and reduces the controllability of the 

aeroplane. 

To address this unsafe condition [this 

EASA AD] requires inspections of specific 

areas and, depending on findings, the 

application of corrective actions for those 

rudders where production reworks have been 

identified. This * * * [EASA] AD * * * 

[also] requires for the vacuum loss hole 

restoration: 

—A local ultrasonic inspection for reinforced 

area instead of the local thermographic 

inspection, which is maintained for nonreinforced areas, and 

—Additional work performance for rudders 

on which this thermographic inspection 

has been performed in the reinforced area. 

The inspections include vacuum loss 

inspections and elasticity laminate checker 

inspections for defects including de-bonding 

between the skin and honeycomb core of the 

rudder, and ultrasonic inspections for 

rudders on which temporary restoration with 

resin or permanent vacuum loss hole 

restoration has been performed. The 

corrective action is contacting the 

manufacturer for repair instructions and 

doing the repair. We are considering similar 

rulemaking action on Model A319 and A321 

airplanes. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Actions and Compliance 

(g) For rudders with a honeycomb core 

density of 24 kg/m3, as identified in Table 1 

of this AD, do the actions required in 

paragraphs (g)(1) through (g)(10) of this AD, 

in accordance with Airbus All Operators 

Telex (AOT) A310–55A2048 or A300– 

55A6047, both Revision 02, both dated 

October 12, 2009, as applicable. 

Note 1: Verification of the airplane serial 

numbers is not required. 

(1) In the reinforced location: Within 8 

months or 840 flight hours after the effective 

date of this AD, whichever occurs later, do 

a vacuum loss inspection to detect defects 

including de-bonding. 

(2) In the trailing edge location: Within 24 

months or 840 flight hours after the effective 

date of this AD, whichever occurs later, do 

an elasticity laminate checker inspection to 

detect defects including de-bonding. 

(3) Repeat the inspection required by 

paragraph (g)(2) of this AD two times at 

intervals not to exceed 4,500 flight cycles, 

but not fewer than 4,000 flight cycles from 

the last inspection. 

(4) In other locations (lower rib/upper 

edge/leading edge/other locations): Within 8 

months or 840 flight hours after the effective 

date of this AD, whichever occurs later, do 

an elasticity laminate checker inspection to 

detect defects including de-bonding. 

(5) Repeat the inspection required by 

paragraph (g)(4) of this AD at intervals not to 

exceed 8 months from the last inspection. 

(6) Within 24 months or 840 flight hours 

after the effective date of this AD, whichever 

occurs later, do a vacuum loss inspection on 

the other locations (lower rib/upper edge/ 

leading edge/other locations) to detect 

defects including de-bonding. 

(7) Accomplishment of the inspection 

required by paragraph (g)(6) of this AD 


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49374 Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations 

terminates the initial and repetitive 

inspections required by paragraphs (g)(4) and 

(g)(5) of this AD. 

(8) If any defect is found during any 

inspection required by paragraph (g)(1), 

(g)(2), (g)(4), or (g)(6) of this AD, before 

further flight, contact Airbus for repair 

instructions and do the repair. 

(9) If no defects are found during any 

inspection required by paragraphs (g)(1) and 

(g)(6) of this AD, before further flight, restore 

the vacuum loss holes with temporary 

restoration with self-adhesive patches, 

temporary restoration with resin, or 

permanent restoration with resin and surface 

protection, and repeat the inspection 

required by paragraph (g)(3) of this AD at 

intervals not to exceed 4,500 flight cycles 

until permanent restoration is completed. 

(10) If any defect is found during any 

inspection required by paragraphs (g)(1), 

(g)(2), (g)(4), and (g)(6) of this AD, at the 

applicable time specified in paragraph 

(g)(10)(i) or (g)(10)(ii) of this AD: Report the 

inspection results to Airbus SAS, SEER1/ 

SEER2/SEER3, Customer Services, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; fax +33 (0) 5 61 93 28 73; or 

e-mail to 

region1.StructureRepairSupport@airbus.com, 

region2.StructureRepairSupport@airbus.com, 

or 

region3.StructureRepairSupport@airbus.com. 

(i) Inspections done before the effective 

date of this AD: Within 30 days after the 

effective date of this AD. 

(ii) Inspections done on or after the 

effective date of this AD: Within 30 days after 

accomplishment of the inspection. 

(h) For rudders not having a honeycomb 

core density of 24 kg/m3, as identified in 

Table 1 of this AD, do the actions required 

in paragraphs (h)(1) through (h)(10) of this 

AD, in accordance with Airbus AOT A310– 

55A2048 or AOT A300–55A6047, both 

Revision 02, both dated October 12, 2009, as 

applicable. 

Note 2: Verification of the airplane serial 

numbers is not required. 

(1) In the reinforced location: Within 8 

months after the rudder has accumulated 

13,000 flight cycles since first installation, or 

within 8 months after the effective date of 

this AD, or within 840 flight hours after the 

effective date of this AD; whichever occurs 

latest, do a vacuum loss inspection to detect 

defects including de-bonding. 

(2) In the trailing edge location: Within 24 

months after the rudder has accumulated 

13,000 flight cycles since first installation, or 

within 24 months after the effective date of 

this AD, or within 840 flight hours after the 

effective date of this AD, whichever occurs 

latest, do an elasticity laminate checker 

inspection to detect defects including debonding. 

(3) Repeat the inspection required by 

paragraph (h)(2) of this AD two times at 

intervals not to exceed 4,500 flight cycles, 

but not fewer than 4,000 flight cycles from 

the last inspection. 

(4) In other locations (lower rib/upper 

edge/leading edge/other locations): Within 8 

months after the rudder has accumulated 

13,000 flight cycles since first installation, or 

within 8 months after the effective date of 

this AD, or within 840 flight hours after the 

effective date of this AD, whichever occurs 

latest; do an elasticity laminate checker 

inspection to detect defects including debonding. 

(5) Repeat the inspection required by 

paragraph (h)(4) of this AD at intervals not 

to exceed 8 months from the last inspection. 

(6) Within 24 months after the rudder has 

accumulated 13,000 flight cycles since first 

installation, or within 24 months after the 

effective date of this AD, or within 840 flight 

hours after the effective date of this AD, 

whichever occurs latest, do a vacuum loss 

inspection on the other locations (lower rib/ 

upper edge/leading edge/other location) to 

detect defects including de-bonding. 

(7) Accomplishment of the inspection 

required by paragraph (h)(6) of this AD 

terminates the initial and repetitive 

inspections required by paragraphs (h)(4) and 

(h)(5) of this AD. 

(8) If any defect is found during any 

inspection required by paragraph (h)(1), 

(h)(2), (h)(4), or (h)(6) of this AD, before 

further flight, contact Airbus for repair 

instructions and do the repair. 

(9) If no defects are found during the 

inspections required by paragraphs (h)(1) and 

(h)(6) of this AD, before further flight, restore 

the vacuum loss holes with the temporary 

restoration with self adhesive patches, 

temporary restoration with resin, or 

permanent restoration with resin and surface 

protection, and repeat the inspection 

required by paragraph (h)(3) of this AD at 

intervals not to exceed 4,500 flight cycles 

until permanent restoration is completed. 

(10) If any defect is found during any 

inspection required by paragraphs (h)(1), 

(h)(2), (h)(4), and (h)(6) of this AD, at the 

applicable time specified in paragraph 

(h)(10)(i) or (h)(10)(ii) of this AD: Report the 

inspection results to Airbus SAS, SEER1/ 

SEER2/SEER3, Customer Services, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; fax +33 (0) 5 61 93 28 73; or 

e-mail to 

region1.StructureRepairSupport@airbus.com, 

region2.StructureRepairSupport@airbus.com, 

or 

region3.StructureRepairSupport@airbus.com. 

(i) Inspections done before the effective 

date of this AD: Within 30 days after the 

effective date of this AD. 

(ii) Inspections done on or after the 

effective date of this AD: Within 30 days after 

accomplishment of the inspection. 

(i) Actions done before the effective date of 

this AD, in accordance with the service 

information listed in Table 2 of this AD, are 

acceptable for compliance with the 

requirements of paragraphs (g) and (h) of this 

AD for the areas inspected, for any rudder 

listed in Table 1 of this AD. 

(j) Additional areas requiring inspection for 

all airplanes are defined in Airbus AOT 

A310–55A2048 or AOT A300–55A6047, both 

Revision 02, both dated October 12, 2009, as 

applicable. For these additional areas, do the 

actions required in paragraphs (g) and (h) of 

this AD, as applicable, at the times specified 

in those paragraphs. For all areas, do the 

repetitive inspections required by paragraphs 

(g) and (h) of this AD as applicable at the 

times specified in those paragraphs. 

TABLE 2—CREDIT SERVICE INFORMATION

Airbus AOT— Revision— Dated— 

A300–55A6047 ....................................................................... Original ................................................................................... May 11, 2009. 

A300–55A6047 ....................................................................... 01 ........................................................................................... July 8, 2009. 

A310–55A2048 ....................................................................... Original ................................................................................... May 11, 2009. 

A310–55A2048 ....................................................................... 01 ........................................................................................... July 8, 2009. 

(k) For rudders on which temporary 

restoration with resin or permanent vacuum 

loss hole restoration has been done in 

accordance with the applicable service 

bulletin specified in Table 2 of this AD, as 

required in paragraph (g)(9) or (h)(9) of this 

AD, before the effective date of this AD: 

Within 4,500 flight cycles from the 

restoration date, do an ultrasonic inspection 

for defects, including debonding of the 

reinforced area, in accordance with Airbus 

AOT A310–55A2048 or AOT A300–55A6047, 

both Revision 02, both dated October 12, 

2009, as applicable. If any defect is found, 

before further flight, contact Airbus for repair 

instructions and do the repair. 

(l) After the effective date of this AD, no 

person may install any rudder listed in Table 

1 of this AD on any airplane, unless the 

rudder has been inspected and all applicable 

corrective actions have been done in 

accordance with paragraph (g) or (h) of this 

AD. 

FAA AD Differences 

Note 3: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(m) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, FAA, has the authority to 

approve AMOCs for this AD, if requested 


erowe on DSK5CLS3C1PROD with RULES
Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations 49375 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Dan Rodina, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–2125; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 

(2) Airworthy Product: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer or other source, 

use these actions if they are FAA-approved. 

Corrective actions are considered FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(n) Refer to MCAI European Aviation 

Safety Agency (EASA) Airworthiness 

Directive 2010–0002, dated January 5, 2010; 

Airbus AOT A310–55A2048, Revision 02, 

dated October 12, 2009; and Airbus AOT 

A300–55A6047, Revision 02, dated October 

12, 2009; for related information. 

Material Incorporated by Reference 

(o) You must use Airbus All Operators 

Telex A300–55A6047, Revision 02, dated 

October 12, 2009; or Airbus All Operators 

Telex A310–55A2048, Revision 02, dated 

October 12, 2009; as applicable; to do the 

actions required by this AD, unless the AD 

specifies otherwise. (The document number, 

revision level, and date appear only on page 

1 of the AOTs; no other page of these 

documents contains this information) 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Airbus SAS—EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

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

93 44 51; e-mail: account.airwortheas@airbus.com; Internet: http:// 

www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

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/

code_of_federal_regulations/ibr_locations.

html. 

Issued in Renton, Washington, on July 28, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–19327 Filed 8–12–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0704; Directorate 

Identifier 2010–NM–037–AD; Amendment 

39–16389; AD 2010–16–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 777–200LR and 

–300ER Series Airplanes Equipped 

with GE90–100 Series Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 777–200LR and –300ER series 

airplanes equipped with GE90–100 

series engines. This AD requires 

replacing the insulation blanket 

fasteners of the lower aft cowl of the 

thrust reverser. This AD also requires 

inspecting the oil scavenge tube on the 

turbine rear frame of the engine for 

damage, and replacement if necessary. 

This AD results from a determination of 

insufficient clearance and subsequent 

interference between the oil scavenge 

tube on the turbine rear frame of the 

engine and the bolt on the aft cowl 

insulation blanket of the thrust reverser. 

We are issuing this AD to prevent 

damage and possible puncture of the oil 

scavenge tube and consequent oil loss, 

which could result in an in-flight 

shutdown of the engine. 

DATES: This AD is effective August 30, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of August 30, 2010. 

We must receive comments on this 

AD by September 27, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; 

telephone 206–544–5000, extension 1, 

fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; 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 Office (telephone 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Margaret Langsted, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6500; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

Boeing has determined that 

insufficient clearance and subsequent 

interference exists between the oil 

scavenge tube on the turbine rear frame 

of the engine and the bolt on the aft 

cowl insulation blanket. This location 

could encounter interference under 

flight loads. Damage to the oil scavenge 

tube was confirmed after flight on 

undelivered airplanes. Several inservice airplanes had sustained damage 

(dents, gouges, or chafing) because of 

the interference condition. This 

condition, if not corrected, could result 

in possible puncture of the oil scavenge 

tube and consequent oil loss, resulting 

in an in-flight shutdown of the engine. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 777–78A0070, dated November 

20, 2008. This service bulletin describes 


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