
[Federal Register: August 13, 2010 (Volume 75, Number 156)]
[Rules and Regulations]               
[Page 49370-49375]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr13au10-6]                         

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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,

[[Page 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 non-
reinforced 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 in-service 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.

[[Page 49372]]

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 work-hours 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

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  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
------------------------------------------------------------------------
                                             Affected
             Rudder part No.              rudder  Serial   Core density
                                                No.          24kg/m\3\
------------------------------------------------------------------------
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.

[[Page 49373]]


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 non-
reinforced 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/m\3\, 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

[[Page 49374]]

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/
m\3\, 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 de-bonding.
    (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 de-bonding.
    (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

[[Page 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 
FAA-approved 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.airworth-eas@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

