Federal Register / Vol. 80, No. 68 / Thursday, April 9, 2015 / Rules and Regulations 19009 

and forest land to voluntarily make that 

land available for access by the public 

for wildlife-dependent recreation, 

including hunting and fishing under 

programs administered by State and 

Tribal governments. VPA–HIP is not an 

entitlement program and no grant will 

be made unless the application is 

acceptable to CCC. The program was 

originally delegated to the 

Administrator of FSA to administer on 

behalf of CCC. The program is now 

delegated to the Chief of NRCS, and 

NRCS incorporated the necessary 

administrative changes in the interim 

rule. NRCS announced its Availability 

of Program Funding on May 1, 2014, to 

implement VPA–HIP in fiscal year 2014. 

During its first round of grant proposals, 

NRCS received requests for funding 

from Indian Tribes which required 

confirmation regarding whether Tribal 

lands would be considered private lands 

for the purposes of VPA–HIP. This final 

rule clarifies that governmental and 

Tribal lands are considered private 

lands for the purposes of VPA–HIP 

when such lands are part of a private 

operation of a private individual or legal 

entity. 

Discussion of EWPP (7 CFR part 624): 

NRCS purchases floodplain easements 

to restore, protect, maintain, and 

enhance the functions of the floodplain; 

conserve natural values including fish 

and wildlife habitat, water quality, flood 

water retention, ground water recharge, 

and open space; reduce long-term 

Federal disaster assistance; and 

safeguard lives and property from 

floods, drought, and the products of 

erosion. Section 382 of the Federal 

Agriculture Improvement and Reform 

Act of 1996 amended EWPP, 16 U.S.C. 

2203, to authorize the purchase of 

floodplain easements (FPE) as an 

emergency measure on lands that 

qualify for EWPP assistance. EWPP 

FPEs are administered under 7 CFR part 

624. 

Prior to the 2014 Act, the EWPP–FPE 

statute did not address modification or 

termination of FPEs; therefore the 

regulations at 7 CFR part 624 specified 

that FPEs could not be modified or 

terminated. Section 2206 of the 2014 

Act provided such authority, and NRCS 

is removing this prohibition from EWPP 

regulations. 

List of Subjects 

7 CFR Part 610 

Soil conservation, State Technical 

Committees, Technical assistance, and 

Water resources. 

7 CFR Part 622 

Watershed projects, Watershed 

protection, and Flood prevention. 

7 CFR Part 624 

Disaster assistance, Floodplain 

easement, Flooding, Imminent threat, 

Natural disaster, and Watershed 

impairment. 

7 CFR Part 625 

Administrative practice and 

procedure, Agriculture, and Soil 

conservation. 

7 CFR Part 652 

NRCS, Soil conservation, and 

Technical assistance. 

7 CFR Part 662 

Administrative practice and 

procedure, Agriculture, and Soil 

conservation. 

7 CFR Part 1455 

Agriculture, Animals, Environmental 

protection, Fishing, Forests and forest 

products, Grant programs, Hunting, 

Indians, Indians-land, Natural 

resources, Recreation and recreation 

areas, Rural areas, State and local 

governments, and Wildlife. 

7 CFR Part 1465 

Conservation contract, Conservation 

plan, Conservation practices, and Soil 

and water conservation. 

Accordingly, the interim rule 

amending 7 CFR parts 610, 622, 625, 

652, 662, 1455, and 1465 which was 

published at 79 FR 44635 on August 1, 

2014, is adopted as a final rule with the 

following changes: 

PART 624—EMERGENCY 

WATERSHED PROTECTION 

■ 1. The authority citation for part 624 

continues to read as follows: 

Authority: Sec. 216, Pub. L. 81–516, 33 

U.S.C. 701b–1; Sec. 403, Pub. L. 95–334, as 

amended, 16 U.S.C. 2203; 5 U.S.C. 301. 

■ 2. Amend § 624.10 by revising 

paragraph (c) to read as follows: 

§ 624.10 Floodplain easements. 

* * * * * 

(c) The Chief of NRCS may modify or 

terminate an easement if, pursuant to 16 

U.S.C. 2203(b), the Chief determines the 

modification or termination is in the 

public interest and will address a 

compelling public need for which there 

is no practicable alternative. 

* * * * * 

PART 1455—VOLUNTARY PUBLIC 

ACCESS AND HABITAT INCENTIVE 

PROGRAM 

■ 3. The authority citation for part 1455 

continues to read as follows: 

Authority: 15 U.S.C. 714b and 714c; 16 

U.S.C. 3839. 

■ 4. Section 1455.2 is amended in 

paragraph (b) by adding a definition for 

‘‘legal entity’’ and revising the 

definition of ‘‘privately-held land’’ to 

read as follows: 

§ 1455.2 Definitions. 

* * * * * 

Legal entity means any entity created 

under Federal or State law, excluding: 

(a) a local, State or Federal government 

or political subdivision or agency of 

such government; and (b) a Tribal 

government. 

Privately-held land means farm, 

ranch, or forest land that is owned or 

operated by a person or legal entity. 

* * * * * 

Signed this 1st day of April, 2015 in 

Washington, DC. 

Jason A. Weller, 

Vice President, Commodity Credit 

Corporation, Chief, Natural Resources 

Conservation Service. 

[FR Doc. 2015–08008 Filed 4–8–15; 8:45 am] 

BILLING CODE 3410–16–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0123; Directorate 

Identifier 2013–NM–040–AD; Amendment 

39–18134; AD 2015–07–06] 

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 certain 

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. This AD was 

prompted by a report of inner skin 

disbonding damage on a rudder. This 

AD requires repetitive ultrasonic 

inspections for disbonding of certain 

rudders; an elasticity of laminate 


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checker inspection; a woodpecker or tap 

test inspection; venting the core, if 

necessary; and repairing, if necessary. 

We are issuing this AD to detect and 

correct rudder disbonding, which could 

affect the structural integrity of the 

rudder. 

DATES: This AD becomes effective May 

14, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 14, 2015. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0123; 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 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. It is also 

available on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0123. 

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: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain 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. The 

NPRM published in the Federal 

Register on February 28, 2014 (79 FR 

11355). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2013–0039, dated February 26, 

2013 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition for certain 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. The MCAI states: 

One A310 operator found substantial inner 

skin disbonding damage on a rudder that was 

previously inspected in accordance with the 

instructions of Airbus Service Bulletin (SB) 

A310–55–2044. The results of the subsequent 

investigation revealed that the most probable 

cause of this damage was a blunt impact with 

no visible damage from outside during the 

rudder handling. Damage like this might 

grow with pressure variation during groundair-ground cycles, and tests performed with 

other rudders showed a rapid propagation of 

damage during artificial pressure cycling. 

This condition, if not detected and 

corrected, could affect the structural integrity 

of the rudder. 

To address this potential unsafe condition, 

Airbus issued Alert Operators Transmission 

(AOT) A55W002–12 [dated December 13, 

2012], pending Aircraft Maintenance Manual 

(AMM) 27–21–21 PB401 revision to update 

rudder handling procedures. 

For the reasons described above, this 

[EASA] AD requires ultrasonic test (UT) 

inspections of the affected rudders to detect 

signs of disbonding and, depending on 

findings, accomplishment of applicable 

corrective action(s). 

Required actions also include an 

elasticity of laminate checker inspection 

to detect external and internal 

disbonding, and a woodpecker or tap 

test inspection to detect external 

disbonding. You may examine the 

MCAI in the AD docket on the Internet 

at http://www.regulations.gov/

#!documentDetail;D=FAA-2014-0123- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 11355, 

February 28, 2014) and the FAA’s 

response to each comment. 

Requests To Exclude Certain Airplanes 

From AD Requirements 

Airbus requested that we revise 

paragraph (g) of the NPRM (79 FR 

11355, February 28, 2014) to mirror the 

language in Airbus Alert Operators 

Transmission (AOT) A55W002–12, 

dated December 13, 2012, which takes 

into account whether or not the rudder 

has been removed and/or installed since 

the last inspection. Airbus stated that 

the removal/installation process is 

linked to the risk of the unseen damage 

occurring to the rudder. Airbus 

suggested revised language for a 

requirement to determine if the rudder 

has been removed or installed since the 

last inspection. 

In addition, FedEx requested that we 

revise paragraph (c) or (g) of the NPRM 

(79 FR 11355, February 28, 2014) to 

state that, if the installed rudder has 

been inspected (and not removed) per 

AD 2008–11–05, Amendment 39–15527 

(73 FR 29423, May 21, 2008), since its 

installation, no further inspection will 

be required since the unsafe condition 

would be alleviated. 

UPS, FedEx, and Airbus requested 

that we revise the NPRM (79 FR 11355, 

February 28, 2014) to eliminate 

unnecessary AD tracking requirements. 

UPS noted that the identified risk only 

exists in cases where the rudder has 

been changed since inspection under 

AD 2008–11–05, Amendment 39–15527 

(73 FR 29423, May 21, 2008). UPS 

further stated that the NPRM does not 

refer to AD 2008–11–05, even though 

the repetitive ultrasonic inspections to 

detect disbonding in the NPRM are 

identical to the requirements of 

paragraph (f)(2) of AD 2008–11–05. 

Also, UPS stated that the airplane 

maintenance manual (AMM) has been 

updated as of June 1, 2013, to include 

the same ultrasonic inspection specified 

in both AD 2008–11–05 and the NPRM. 

UPS suggested revised wording for the 

NPRM. 

We concur with the requests to limit 

the airplanes subject to the requirements 

of paragraph (g) of this AD. This AD 

does relate to AD 2008–11–05 (73 FR 

29423, dated May 21, 2008), in that the 

ultrasonic inspections are required in 

both ADs. This AD requires the 

ultrasonic inspections for only certain 

airplanes. Therefore, we have added a 

new paragraph (h)(2) in this AD. 

Paragraph (h)(2) of this AD specifies 

that, for airplanes on which it can be 

conclusively determined that the most 

recent inspection specified in Airbus 

Service Bulletin A310–55–2044 or 

Airbus Service Bulletin A300–55–6043 

was done on the airplane; or the rudder 

was not removed for any reason since 

doing the most recent inspection 

specified in Airbus Service Bulletin 

A310–55–2044 or Airbus Service 

Bulletin A300–55–6043; no further 

action is necessary, except as specified 

in paragraphs (j) and (k) of this AD. 

We have also re-designated 

paragraphs (h), (h)(1), and (h)(2) of the 

NPRM as paragraphs (h)(1), (h)(1)(i), and 

(h)(1)(ii) of this AD, respectively. 

Request To Remove Requirement To 

Refer to This AD in Repair Approvals 

UPS requested that we revise the 

NPRM (79 FR 11355, February 28, 2014) 


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to remove the requirement to include 

the AD reference in repair approvals. 

UPS noted its concerns that the NPRM 

will increase requests for approval of 

alternative methods of compliance 

(AMOCs) and result in delays to other 

services and actions addressed by the 

FAA on a daily basis. 

We concur with the commenter’s 

request to remove from this AD the 

requirement that repair approvals must 

specifically refer to this AD. Since late 

2006, we have included a standard 

paragraph titled ‘‘Airworthy Product’’ in 

all MCAI ADs in which the FAA 

develops an AD based on a foreign 

authority’s AD. The MCAI or referenced 

service information in an FAA AD often 

directs the owner/operator to contact 

the manufacturer for corrective actions, 

such as a repair. Briefly, the Airworthy 

Product paragraph allowed owners/

operators to use corrective actions 

provided by the manufacturer if those 

actions were FAA-approved. In 

addition, the paragraph stated that any 

actions approved by the State of Design 

Authority (or its delegated agent) are 

considered to be FAA-approved. 

In the NPRM (79 FR 11355, February 

28, 2014), we proposed to prevent the 

use of repairs that were not specifically 

developed to correct the unsafe 

condition, by requiring that the repair 

approval provided by the State of 

Design Authority or its delegated agent 

specifically refer to this FAA AD. This 

change was intended to clarify the 

method of compliance and to provide 

operators with better visibility of repairs 

that are specifically developed and 

approved to correct the unsafe 

condition. In addition, we proposed to 

change the phrase ‘‘its delegated agent’’ 

to include ‘‘the Design Approval Holder 

(DAH) with a State of Design 

Authority’s design organization 

approval (DOA)’’ to refer to a DAH 

authorized to approve required repairs 

for the AD. 

In its comments to the NPRM (79 FR 

11355, February 28, 2014), UPS stated 

the following: ‘‘The proposed wording, 

being specific to repairs, eliminates the 

interpretation that Airbus messages or 

other approved EASA documents are 

acceptable for approving minor 

deviations (corrective actions) needed 

during accomplishment of a[n AD] 

mandated Airbus service bulletin.’’ 

This comment has made the FAA 

aware that some operators have 

misunderstood or misinterpreted the 

Airworthy Product paragraph to allow 

the owner/operator to use messages 

provided by the manufacturer as 

approval of deviations during the 

accomplishment of an AD-mandated 

action. The Airworthy Product 

paragraph does not approve messages or 

other information provided by the 

manufacturer for deviations to the 

requirements of the AD-mandated 

actions. The Airworthy Product 

paragraph only addresses the 

requirement to contact the manufacturer 

for corrective actions for the identified 

unsafe condition and does not cover 

deviations from other AD requirements. 

However, deviations to AD-required 

actions are addressed in 14 CFR 39.17, 

and anyone may request the approval 

for an alternative method of compliance 

to the AD-required actions using the 

procedures found in 14 CFR 39.19. 

To address this misunderstanding and 

misinterpretation of the Airworthy 

Product paragraph, we have changed 

that paragraph and retitled it 

‘‘Contacting the Manufacturer.’’ This 

paragraph now clarifies that for any 

requirement in this AD to obtain 

corrective actions from a manufacturer, 

the actions must be accomplished using 

a method approved by the FAA, EASA, 

or Airbus’s EASA DOA. 

The Contacting the Manufacturer 

paragraph also clarifies that, if approved 

by the DOA, the approval must include 

the DOA-authorized signature. The DOA 

signature indicates that the data and 

information contained in the document 

are EASA-approved, which is also FAAapproved. Messages and other 

information provided by the 

manufacturer that do not contain the 

DOA-authorized signature approval are 

not EASA-approved, unless EASA 

directly approves the manufacturer’s 

message or other information. 

This clarification does not remove 

flexibility afforded previously by the 

Airworthy Product paragraph. 

Consistent with long-standing FAA 

policy, such flexibility was never 

intended for required actions. This is 

also consistent with the 

recommendation of the AD 

Implementation Aviation Rulemaking 

Committee to increase flexibility in 

complying with ADs by identifying 

those actions in manufacturers’ service 

instructions that are ‘‘Required for 

Compliance’’ with ADs. We continue to 

work with manufacturers to implement 

this recommendation. But once we 

determine that an action is required, any 

deviation from the requirement must be 

approved as an alternative method of 

compliance. 

Other commenters to another NPRM 

having Directorate Identifier 2012–NM– 

101–AD (78 FR 78285, December 26, 

2013) pointed out that in many cases the 

foreign manufacturer’s service bulletin 

and the foreign authority’s MCAI may 

have been issued some time before the 

FAA AD. Therefore, the DOA may have 

provided U.S. operators with an 

approved repair, developed with full 

awareness of the unsafe condition, 

before the FAA AD is issued. Under 

these circumstances, to comply with the 

FAA AD, the operator would be 

required to go back to the 

manufacturer’s DOA and obtain a new 

approval document, adding time and 

expense to the compliance process with 

no safety benefit. 

Based on these comments, we 

removed the requirement from this AD 

that the DAH-provided repair 

specifically refer to this AD. Before 

adopting such a requirement in the 

future, the FAA will coordinate with 

affected DAHs and verify they are 

prepared to implement means to ensure 

that their repair approvals consider the 

unsafe condition addressed in an AD. 

Any such requirements will be adopted 

through the normal AD rulemaking 

process, including notice-and-comment 

procedures, when appropriate. 

We have also decided not to include 

a generic reference to either the 

‘‘delegated agent’’ or the ‘‘DAH with 

State of Design Authority design 

organization approval,’’ but instead we 

will provide the specific delegation 

approval granted by the State of Design 

Authority for the DAH. 

Compliance Time Clarification 

In paragraph (g) of this AD, for 

airplanes on which the part number or 

serial number cannot be determined, we 

have revised the compliance time of 

‘‘before further flight’’ to ‘‘within 3 

months after the effective date of this 

AD.’’ This clarification corresponds to 

the compliance time in the MCAI. We 

have determined that extending the 

compliance time will provide an 

acceptable level of safety. 

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 

11355, February 28, 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 11355, 

February 28, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 


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Related Service Information Under 1 

CFR Part 51 

Airbus has issued AOT A55W002–12, 

dated December 13, 2012, including 

Inspection Flowchart. The service 

information describes, among other 

actions, procedures for an ultrasonic 

inspection along the Z-profile of the 

rudder side panel. This service 

information is reasonably available; see 

ADDRESSES for ways to access this 

service information. 

Costs of Compliance 

We estimate that this AD affects 89 

airplanes of U.S. registry. We also 

estimate that it would take about 10 

work-hours per product to comply with 

the basic requirements of this 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 AD on U.S. 

operators to be $75,650, or $850 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 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 AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that 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-2014-0123; 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): 

2015–07–06 Airbus: Amendment 39–18134. 

Docket No. FAA–2014–0123; Directorate 

Identifier 2013–NM–040–AD. 

(a) Effective Date 

This AD becomes effective May 14, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to the airplanes identified 

in paragraphs (c)(1) and (c)(2) of this AD, 

except airplanes on which modification 

08827 has been embodied in production. 

(1) 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, certificated in any category, all 

manufacturer serial numbers. 

(2) Airbus Model A310–203, –204, –221, 

–222, –304, –322, –324, and –325 airplanes, 

certificated in any category, all manufacturer 

serial numbers. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 55; Stabilizers. 

(e) Reason 

This AD was prompted by a report of inner 

skin disbonding damage on a rudder. We are 

issuing this AD to detect and correct rudder 

disbonding, which could affect the structural 

integrity of the rudder. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Identification of Part Number 

Within 3 months after the effective date of 

this AD, identify the rudder assembly part 

number (P/N) and serial number (S/N), in 

accordance with Airbus Alert Operators 

Transmission (AOT) A55W002–12, dated 

December 13, 2012, including Inspection 

Flowchart. If the part number or serial 

number cannot be determined, within 3 

months after the effective date of this AD, 

identify the part number and serial number, 

in accordance with a method approved by 

either 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). 

(h) Inspections 

(1) Except as provided by paragraph (h)(2) 

of this AD, if a rudder assembly part number 

starting with A55471500 is found during the 

inspection required by paragraph (g) of this 

AD, before further flight, do an ultrasonic 

(UT) inspection for damage (e.g., disbonding 

and liquid ingress) of the rudder side panel 

along the Z-profile and in the booster area, 

in accordance with Airbus AOT A55W002– 

12, dated December 13, 2012, including 

Inspection Flowchart. If any damage is 

found, before further flight, do the 

inspections to confirm disbonding damage, 

as specified in paragraphs (h)(1)(i) and 

(h)(1)(ii) of this AD, in accordance with 

Airbus AOT A55W002–12, dated December 

13, 2012. 

(i) Do an elasticity of laminate checker 

inspection to detect external and internal 

disbonding of the rudder side panel along the 

Z-profile and in the booster area. 

(ii) Do a woodpecker or tap test inspection 

to detect external disbonding of the rudder 

side panel along the Z-profile and in the 

booster area. 

(2) For airplanes on which it can be 

conclusively determined that the most recent 

inspection specified in Airbus Service 

Bulletin A310–55–2044 or Airbus Service 

Bulletin A300–55–6043 was done on the 

airplane; or the rudder was not removed for 

any reason since doing the most recent 

inspection specified in Airbus Service 

Bulletin A310–55–2044 or Airbus Service 

Bulletin A300–55–6043: No further action is 

required by this AD, except as specified in 

paragraphs (j) and (k) of this AD. 


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(i) Repair 

(1) If any disbonding is confirmed during 

any inspection required by paragraphs 

(h)(1)(i) and (h)(1)(ii) of this AD, before 

further flight, repair as specified in 

paragraphs (i)(1)(i) and (i)(1)(ii) of this AD, as 

applicable. 

(i) If disbonding is less than or equal to 50 

millimeters (mm) in width and less than or 

equal to 150 mm in length, before further 

flight, vent the core, using a method 

approved by either the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or EASA; or 

Airbus’s EASA DOA. Within 100 flight cycles 

after the UT inspection specified in 

paragraph (h) of this AD is done, repair using 

a method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or EASA; or 

Airbus’s EASA DOA. 

(ii) If disbonding is greater than 50 mm in 

width or greater than 150 mm in length, 

before further flight, repair using a method 

approved by the Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA; or EASA; or Airbus’s EASA 

DOA. 

(2) If liquid ingress is confirmed during 

any inspection required by paragraphs 

(h)(1)(i) and (h)(1)(ii) of this AD, before 

further flight, repair using a method 

approved by the Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA; or EASA; or Airbus’s EASA 

DOA. 

(j) Inspection after Re-Installation 

If any rudder has been inspected as 

specified in Airbus Service Bulletin A300– 

55–6043, Revision 01, dated December 3, 

2007; or A310–55–2044, Revision 01, dated 

December 3, 2007; as applicable; and has 

been removed and re-installed on any 

airplane after this inspection, that rudder 

must be re-inspected as required by 

paragraph (g) of this AD; and all applicable 

actions required by paragraphs (h) and (i) of 

this AD must be done. 

(k) Parts Installation Limitation 

As of the effective date of this AD, no 

person may install, on any airplane, a rudder 

assembly having a part number starting with 

A55471500, unless it has been inspected as 

required by paragraph (h) of this AD, and all 

applicable actions required by paragraph (i) 

of this AD have been done. 

(l) 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. 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 

EASA; or Airbus’s EASA DOA. If approved 

by the DOA, the approval must include the 

DOA-authorized signature. 

(m) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2013–0039, dated 

February 26, 2013, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0123-0002. 

(n) 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 Alert Operators Transmission 

(AOT) A55W002–12, dated December 13, 

2012, including Inspection Flowchart. The 

inspection flowchart attached to this AOT is 

referred to in the AOT as ‘‘Appendix 1’’; 

however, the flowchart page does not 

identify itself as an appendix. While the 

inspection flowchart page does specify the 

AOT document number, it does not specify 

a revision level or an issue date. 

(ii) Reserved. 

(3) 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. 

(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 March 

27, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–07799 Filed 4–8–15; 08:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0627; Directorate 

Identifier 2013–NM–217–AD; Amendment 

39–18126; AD 2015–06–08] 

RIN 2120–AA64 

Airworthiness Directives; Lockheed 

Martin Corporation/Lockheed Martin 

Aeronautics Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2011–09– 

03 for all Lockheed Martin Corporation/ 

Lockheed Martin Aeronautics Company 

Model 382, 382B, 382E, 382F, and 382G 

airplanes. AD 2011–09–03 required 

repetitive eddy current inspections to 

detect cracks in the center wing upper 

and lower rainbow fittings, and 

corrective actions if necessary; and 

repetitive replacement of rainbow 

fittings, which would extend the 

repetitive interval for the next 

inspection. This new AD requires 

reduced intervals for inspections of the 

upper rainbow fittings. This AD was 

prompted by analysis of in-service 

cracking, which has shown that a 

reduction in the inspection intervals is 

necessary for the upper rainbow fittings. 

We are issuing this AD to detect and 

correct fatigue cracking of the upper and 

lower rainbow fittings on the center 

wings, which could grow large and lead 

to the failure of the fitting and a 

catastrophic failure of the center wing. 

DATES: This AD is effective May 14, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 14, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of May 26, 2011 (76 FR 

22311, April 21, 2011). 

ADDRESSES: For service information 

identified in this AD, contact Lockheed 

Martin Corporation/Lockheed Martin 

Aeronautics Company, Airworthiness 


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