Daily Rules, Proposed Rules, and Notices of the Federal Government
For service information identified in this proposed AD, contact Airbus, Airworthiness Office--EAS, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51; email
You may examine the AD docket on the Internet at
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
We will post all comments we receive, without change, to
On October 26, 2010, we issued AD 2010-23-07, Amendment 39-16496 (75 FR 68181, November 5, 2010; corrected December 17, 2010 (75 FR 78883)). That AD required actions intended to address an unsafe condition on the products listed above.
The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, has issued EASA Airworthiness Directive 2010-0164, dated August 5, 2010 (referred to after this as “the MCAI”), to correct an unsafe condition for the specified products. The MCAI states:
Surface defects were visually detected on the rudder of one A319 and one 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 a result of de-bonding between the skin and honeycomb core.
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.
EASA AD 2009-0141 required inspections of specific areas and, when necessary, the application of corrective actions for those rudders where production reworks have been identified.
This [EASA] AD retains the requirements of EASA AD 2009-0141 (addressing the populations of rudders affected by AOT A320-55-1038), which is superseded, and requires:
This [EASA] AD also addresses the populations of rudders affected by AOT A320-55-1039 and Airbus SB A320-55-1035, A320-55-1036 and A320-55-1037 which were not included in EASA AD 2009-0141.
Airbus has issued the following service information.
• Airbus All Operators Telex (AOT) A320-55A1038, dated April 22, 2009.
• Airbus AOT A320-55A1039, dated November 4, 2009.
• Airbus Service Bulletin A320-55-1035, Revision 01, dated July 2, 2010.
• Airbus Service Bulletin A320-55-1036, Revision 01, dated July 2, 2010.
• Airbus Service Bulletin A320-55-1037, Revision 01, dated July 2, 2010.
• Airbus Technical Disposition TD/K4/S2/27051/2009, Issue B, dated February 25, 2009.
• Airbus Technical Disposition TD/K4/S2/27086/2009, Issue E, dated September 17, 2009.
The actions described in this service information are intended to correct the unsafe condition identified in the MCAI.
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.
This proposed AD requires the permanent restoration of vacuum loss holes and does not allow the temporary restoration with self-adhesive patches, or temporary restoration with resin that is specified in the MCAI.
Based on the service information, we estimate that this proposed AD would affect about 721 products of U.S. registry.
The actions that are required by AD 2010-23-07, Amendment 39-16496 (75 FR 68181, November 5, 2010; corrected December 17, 2010 (75 FR 78883)), and retained in this proposed AD take about 11 work-hours per product, at an average labor rate of $85 per work hour. The average labor rate is $85 per work-hour. Based on these figures, we estimate the cost of the currently required actions on U.S. operators to be $674,135, or $935 per product.
We estimate that it would take about 11 work-hours per product to comply with the new basic requirements of this proposed AD. The average labor rate is $85 per work-hour. Based on these figures, we estimate the cost of the proposed AD on U.S. operators to be $674,135, or $935 per product.
In addition, we estimate that any necessary follow-on actions would take about 12 work-hours and require parts costing $10,000, for a cost of $11,020 per product. We have no way of determining the number of products that may need these actions.
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.
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.
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.
We prepared a regulatory evaluation of the estimated costs to comply with this proposed AD and placed it in the AD docket.
Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.
Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
1. The authority citation for part 39 continues to read as follows:
49 U.S.C. 106(g), 40113, 44701.
2. The FAA amends § 39.13 by removing airworthiness directive (AD) 2010-23-07, Amendment 39-16496 (75 FR 68181, November 5, 2010; corrected December 17, 2010 (75 FR 78883)), and adding the following new AD:
We must receive comments by November 16, 2012.
This AD supersedes AD 2010-23-07, Amendment 39-16496 (75 FR 68181, November 5, 2010; corrected December 17, 2010 (75 FR 78883)).
This AD applies to the Airbus airplanes identified in paragraphs (c)(1), (c)(2), (c)(3), and (c)(4) of this AD; certificated in any category; all serial numbers having a rudder with a part number (P/N) and serial number (S/N) listed in table 1, 2, 3, 4a and 4b, 5a and 5b, or 6 to paragraph (c) of this AD.
(1) Model A318-111, -112, -121, and -122 airplanes.
(2) Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes.
(3) Model A320-111, -211, -212, -214, -231, -232, and -233 airplanes.
(4) Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes.
For table 1 to paragraph (c) of this AD, only rudder P/N D554 71000 010 00 having affected rudder S/Ns TS-1069 and TS-1090, and rudder P/N D554 71000 012 00 having affected rudder S/N TS-1227, have a core
For table 3 to paragraph (c) of this AD, only rudder P/N D554-71000-008-00 having affected rudder S/N TS-1032, and rudder P/N D554-71000-010-00 having affected rudder S/N TS-1092, have a core density of 24 kg/m