Federal Register / Vol. 80, No. 15 / Friday, January 23, 2015 / Proposed Rules 3525 

Bombardier, Inc.’s TCCA Design Approval 

Organization (DAO). If approved by the DAO, 

the approval must include the DAOauthorized signature. 

(n) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2013–14, dated 

June 4, 2013, for related information. This 

MCAI may be found in the AD docket on the 

Internet at http://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2014–1049. 

(2) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; email thd.crj@

aero.bombardier.com; Internet http://

www.bombardier.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. 

Issued in Renton, Washington, on January 

13, 2015. 

John P. Piccola, Jr., 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–00958 Filed 1–22–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–1045; Directorate 

Identifier 2014–NM–031–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Airbus Model A310 and Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

series airplanes, and Model A300 C4– 

605R Variant F airplanes (collectively 

called Model A300–600 series airplanes) 

series airplanes. This proposed AD was 

prompted by a report of skin disbonding 

and damage found on the composite 

side panel of the rudder, located 

between the rudder core and skin of a 

previously repaired area. This proposed 

AD would require an inspection for 

disbonding or damage of certain 

rudders, and related investigative 

actions and corrective actions if 

necessary. We are proposing this AD to 

detect and correct disbonding and 

damage of the rudder, which could 

result in reduced structural integrity of 

the rudder and consequent reduced 

controllability of the airplane. 

DATES: We must receive comments on 

this proposed AD by March 9, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus SAS, 

Airworthiness Office—EAW, 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. 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

1045; 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 proposed 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. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–2125; 

fax 425- 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–1045; Directorate Identifier 

2014–NM–031–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2014–0026, dated January 28, 

2014 (referred to after this as the 

Mandatory Continuing Airworthiness 

Information, or ‘‘the MCAI’’), to correct 

an unsafe condition for the specified 

products. The MCAI states: 

A case of skin disbonding was reported on 

a composite side of a rudder installed on an 

A310 aeroplane. 

The investigation results revealed that this 

disbonding started from a skin panel area 

previously repaired in-service in accordance 

with the Structural Repair Manual (SRM). 

The initial damage has been identified as 

a disbonding between the core and the 

repaired area. This damage may not be 

visually detectable and likely propagates 

during normal operation due to the variation 

of pressure during ground-air-ground cycles. 

This condition, if not detected and 

corrected, could affect the structural integrity 

of the rudder, possibly resulting in reduced 

control of the aeroplane. 

For the reasons described above, this 

[EASA] AD requires a one-time 

thermography inspection of each repaired 

rudder or rudder whose maintenance records 

are incomplete and, depending on findings, 

accomplishment of applicable corrective and 

follow-up actions. 

Related investigative actions include 

doing a pulse thermography inspection 

for disbonding or damage of the leftand right-hand rudder side shells; a core 

ventilation through the inner skin, an 

elasticity laminate checker or ultrasonic 

inspection around the identified repairs 

in the booster area, and around 

identified fluid ingress; and a Tap test 

inspection of the glass fiber reinforced 

plastic area to identify skin-to-core 

disbonding and on identified repairs. 


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3526 Federal Register / Vol. 80, No. 15 / Friday, January 23, 2015 / Proposed Rules 

Corrective actions include repairing or 

replacing any disbonded or damaged 

rudder. 

Depending on configuration and 

inspection results, the repetitive 

inspection intervals are 750 or 1,000 

flight cycles; or 500 flight hours or 4 

months, whichever occurs later. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

1045. 

Related Service Information 

Airbus has issued Service Bulletins 

A300–55–6050; and A310–55–2051; 

both Revision 01, dated August 20, 

2014. The service information describes 

procedures for inspecting the left- and 

right-hand rudder side shells for 

disbonding or damage, and related 

investigative actions and corrective 

actions if necessary. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Difference Between This Proposed AD 

and the MCAI or Service Information 

Airbus Service Bulletins A300–55– 

6050; and A310–55–2051; both Revision 

01, dated August 20, 2014; do not 

provide corrective action for certain 

conditions. This proposed AD would 

require repairing the damage 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). 

Costs of Compliance 

We estimate that this proposed AD 

affects 199 airplanes of U.S. registry. 

We also estimate that it would take 

about 4 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost about $0 per product. 

Based on these figures, we estimate the 

cost of this proposed AD on U.S. 

operators to be $67,660, or $340 per 

product. 

We have received no definitive data 

that would enable us to provide a cost 

estimate for the on-condition actions 

specified in this proposed AD. 

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 proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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): 

Airbus: Docket No. FAA–2014–1045; 

Directorate Identifier 2014–NM–031–AD. 

(a) Comments Due Date 

We must receive comments by March 9, 

2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Airbus Model A310– 

203, –204, –221, –222, –304, –322, –324, and 

–325 airplanes; Model A300 B4–601, B4–603, 

B4–620, and B4–622 airplanes; A300 B4– 

605R and B4–622R airplanes; and A300 F4– 

605R and F4–622R, and A300 C4–605R 

Variant F airplanes; certificated in any 

category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 55, Stabilizers. 

(e) Reason 

This AD was prompted by a report of skin 

disbonding and damage found on the 

composite side panel of the rudder, located 

between the rudder core and skin of a 

previously repaired area. We are issuing this 

AD to detect and correct disbonding and 

damage of the rudder, which could result in 

reduced structural integrity of the rudder, 

and consequent reduced controllability of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Rudder Assembly Identification 

Within 4 months after the effective date of 

this AD: Check the applicable rudder 

maintenance records to determine if any 

composite side shell panel repair has been 

done since first installation of the rudder, 

and do the applicable actions specified in 

paragraph (g)(1) or (g)(2) of this AD at the 

time specified in paragraph 1.E., 

‘‘Compliance,’’ of Airbus Service Bulletin 

A300–55–6050; or A310–55–2051; both 

Revision 01, dated August 20, 2014; as 

applicable, except as provided by paragraph 

(j)(3) of this AD. 

(1) If a repair is identified based on the 

maintenance records: Perform a rudder 

thermography inspection of the repaired area 

only for disbonding or damage, in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A300–55–6050; or 

A310–55–2051; both Revision 01, dated 

August 20, 2014; as applicable. 

(2) If the rudder maintenance records are 

unavailable or incomplete: Perform a rudder 


emcdonald on DSK67QTVN1PROD with PROPOSALS
Federal Register / Vol. 80, No. 15 / Friday, January 23, 2015 / Proposed Rules 3527 

thermography inspection of the complete 

side shell panels to identify and mark the 

repair locations for disbonding or damage, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

55–6050; or A310–55–2051; both Revision 

01, dated August 20, 2014; as applicable. 

(h) Related Investigative Actions/Repair or 

Replace 

If any disbonding or damage is found 

during any inspection required by paragraph 

(g)(1) or (g)(2) of this AD: Do the actions 

required by paragraphs (h)(1) and (h)(2) of 

this AD, as applicable. 

(1) At the time specified in paragraph 1.E., 

‘‘Compliance,’’ of Airbus Service Bulletin 

A300–55–6050; or A310–55–2051; both 

Revision 01, dated August 20, 2014; as 

applicable, except as required by paragraph 

(j)(2) of this AD; do the applicable related 

investigative actions identified in Tables 3, 

4A, 4B, 4C, 4D, and 5 of paragraph 1.E., 

‘‘Compliance,’’ of Airbus Service Bulletin 

A300–55–6050; or A310–55–2051; both 

Revision 01, dated August 20, 2014; as 

applicable, to determine the type and extent 

of the disbonding or damage, in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A300–55–6050; or 

A310–55–2051; both Revision 01, dated 

August 20, 2014; as applicable. Repeat the 

applicable inspection at the time specified in 

paragraph 1.E., ‘‘Compliance’’ of Airbus 

Service Bulletin A300–55–6050; or A310–55– 

2051; both Revision 01, dated August 20, 

2014; as applicable. 

(2) Before further flight: Repair any 

disbonding or damage found during any 

inspection required by paragraph (h)(1) of 

this AD, or replace any affected rudder, as 

applicable, in accordance with the 

Accomplishment Instructions Airbus Service 

Bulletin A300–55–6050; or A310–55–2051; 

both Revision 01, dated August 20, 2014; as 

applicable, except as required by paragraph 

(j)(4) of this AD. 

(i) Repair Using SRM Procedure Not 

Allowed 

As of the effective date of this AD, do not 

accomplish a composite side shell panel 

repair on any rudder using an SRM 

procedure identified in Figure A–GBBAA 

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

02) of Airbus Service Bulletin A310–55– 

2051; or Figure A–GBBAA (Sheet 01, 02, or 

03) or Figure A–GBCAA (Sheet 02 or 04) of 

Airbus Service Bulletin A300–55–6050; as 

applicable. 

(j) Exceptions to Service Information 

(1) Where Airbus Service Bulletins A300– 

55–6050; and A310–55–2051; both dated 

September 11, 2012; specify a compliance 

time ‘‘from original service bulletin issue 

date,’’ this AD requires compliance within 

the specified compliance time after the 

effective date of this AD. 

(2) Where Airbus Service Bulletins A300– 

55–6050; and A310–55–2051 both dated 

September 11, 2012; specify to contact 

Airbus for appropriate action: 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). 

(3) Airplanes on which a rudder is 

installed having a serial number that is not 

in the range HF–1005 through HF–1323, 

inclusive; HF–1325, HF–1327, HF–1329, HF– 

1331, HF–1332, HF–1340, TS–1324, TS– 

1326, TS–1328, TS–1330, TS–1333 through 

TS–1339, inclusive; TS–1341 through TS– 

1420, inclusive; or TS–2001 through TS– 

2197, inclusive; are not affected by the 

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

AD, provided that no repairs have been done 

on the composite side shell panel of that 

rudder since installation in accordance with 

the applicable structural repair manual 

(SRM). 

(4) The compliance time for the initial 

detailed inspection of the restored area for 

loose or lost tape identified in Tables 3 and 

4 of paragraph 1.E., ‘‘Compliance,’’ of Airbus 

Service Bulletins A300–55–6050 and A310– 

55–2051, both Revision 01, dated August 20, 

2014; specifies ‘‘within 500 FH or 4 months 

after closing holes.’’ This AD requires this 

action within 500 flight hours or 4 months, 

whichever occurs later after the holes are 

closed. 

(k) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (g) and (h) of this AD, 

if those actions were performed before the 

effective date of this AD using Airbus Service 

Bulletin A300–55–6050; or A310–55–2051; 

both dated September 11, 2012; as 

applicable; which are not incorporated by 

reference in this AD. 

(l) Parts Installation Limitations 

As of the effective date of this AD, no 

person may install any affected rudder on 

any airplane, unless the actions required by 

paragraphs (g) and (h) of this AD have been 

accomplished. 

(m) 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: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA 1601 Lind Avenue 

SW., Renton, WA 98057–3356; telephone 

425–227–2125; 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. 

(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 

EASA; or Airbus’s EASA DOA. If approved 

by the DOA, the approval must include the 

DOA-authorized signature. 

(n) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information EASA 

Airworthiness Directive 2014–0026, dated 

January 28, 2014, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2014–1045. 

(2) For service information identified in 

this AD, contact Airbus SAS, Airworthiness 

Office—EAW, 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. 

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. 

Issued in Renton, Washington, on January 

13, 2015. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–00946 Filed 1–22–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0075; Directorate 

Identifier 2014–NM–202–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2013–26– 

08, which applies to certain The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER series 

airplanes. AD 2013–26–08 currently 

requires inspecting the orientation of 

both sides of the coil cord connector 

keyways of the number 2 windows on 

the flight deck; re-clocking the 

connector keyways, if necessary; and 

replacing the coil cord assemblies on 

both number 2 windows on the flight 

deck. Since we issued AD 2013–26–08, 

we have determined that additional 

airplanes are subject to the identified 

unsafe condition. This proposed AD 

would add airplanes to the 

applicability. We are proposing this AD 


emcdonald on DSK67QTVN1PROD with PROPOSALS