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This text is OCR from a scan. OCR can misread letters and numbers. © Airbus S.A.S. Filed by the FAA in regulations.gov docket FAA-2014-0123; AD 2015-07-06 incorporates this document by reference. Not covered by OpenAirDocs’ CC0 dedication.
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ALERT OPERATORS TRANSMISSION - ALERT OPERATORS TRANSMISSION SUBJECT: ATA 55 - RUDDER SIDE PANEL INSPECTION ALONG THE Z-PROFILE OUR REF.: A55W002-12 dated 13 Dec 2012
1. AIRCRAFT AFFECTED All A300-600 and A310 aircraft in pre modification 8827 configuration, with a rudder assembly Part Number (PN) starting with A55471500.
The inspection has to be performed only if the last inspection as per ref.1 or 2 was done off aircraft or if the rudder has been removed since then for any reason.
2. REFERENCED DOCUMENTATION
2.1 APPENDIX Appendix 1: Inspection flow chart
2.2 REFERENCES Ref.1: Service Bulletin SB A310-55-2044 dated Jul 23/07 Ref. 2: Service Bulletin SB A300-55-6043 dated Dec 03/07 Ref. 3: NTM 55-40-02 Part 4 (Ultrasonic inspection) Ref.4. NTM 51-10-26 Part 7 (ELCH inspection) Ref.5: NT 51-10-19 Part 5 (woodpecker inspection) кет.6: NT S1-10-03 Part S (Ta test inspection) Ref. 7: AMM 27-21-21 PB401 (Rudder removal/installation) dated prior to Dec 2012 Ref.8: NTM 55-40-09 Part 7, Figure 701 (Inspection Area)
3. REASON
3.1 FACTS Affected rudders are subject to service Bulletins ref.1 and 2 introducing a specific repetitive ultrasonic (UT) inspection along the rudder panel front and bottom edge.
This inspection is intended to identify possible areas of disbonding on the internal surface of the rudder side panels.
One A310 rudder with rudder assembly . Part Number. (P/N) starting with A55471500 has been recently identified with large inner skin disbond damage.
This rudder was inspected as per Service Bulletin ref.1 at 21028 accumulated Flighi rudder was sent to Airbus facilities for a specific repair outside the trope of the yCles (FC) with nil 986 Flight Cycles (FC) after this inspection subject inspection ref.1. The damage was detected during the incoming inspection.
An investigation revealed that the most probable cause of the large honeycomb core debonding initiation was a blunt impact with no visible damage from outside during rudder handling (removal/installation).
The rudder involved in this event was part number (PN) A55471500 series, which is sensitive to damage in the area of the Z-profile during rudder handling. An impact damage might grow with difference of pressure associated to ground-air-ground cycles.
3.2 CONSEQUENCES Page 1
AOT_A55W002_12_00[1]. txt An inner skin disbonding of the detected size degrades the structural integrity of the rudder. Tests performed in previous rudder showed a rapid propagation of damage during artificial pressure cycling.
3.3 AIM The aim of this AOT is to verify the structural integrity of the rudder by means of one time ultrasonic (UT) inspection.
The inspection must be repeated before next flight after any further re-installation of the rudder onto an aircraft until issuance of revised AMM task ref.7. This inspection will prevent undetected damage introduced during rudder ground handling.
4. SHORT TERM ACTION
4.1 PLANNING AND MANPOWER
4.1.1 ACCOMPLISHMENT TIMESCALE The inspections described in paragraph 4.2 must be performed within 3 months trom the reception date of this AOT.
4.1.2 MANPOWER For A310 aircraft, refer to SB ref.1 paragraph 1.G.
or A300-600 aircratt, refer to SB ret.2 paragraph 1.G
4.2 DESCRIPTION
4.2.1 ACCESS Inspection must be performed with the rudder installed on the aircraft.
For A310 aircraft, refer to SB ret.1 paragraph 3.A. (1).
For A300-600 aircraft, refer to SB ref.2 paragraph 3.A. (1).
4.2.2 INSPECTION REQUIREMENTS Refer to flowchart appendix 1 for an overview of the inspection requirements.
inspection its lie beats me fication start the If installed rudder assembly part number is not starting with A55471500, no further action is required as per this AOT.
Rudder shells must be inspected in areas defined in:
- Figure 3 of SB ref.1, for A310 aircraft.
- Figure 3 of SB ref. 2, for A300-600 aircraft.
Perform an ultrasonic (uT) inspection in accordance with ref.3 in the inspection It case of finding, the ut indication shall be verified to differentiate disbonc from other possible damages. This differentiation should be done using both methods:
• ELCH in accordance with ref.4 for detection of external and internal disbond.
- woodpecker in accordance with ret.5 or Tap test in accordance with ref.6 for detection of external disbond.
AOT_A55W002_12_00[1]. txt Note: In case of UT indication in booster area (see ref.8), report to Airbus to get further instructions before next flight.
If finding is confirmed as disbond damage, refer to Para. 4.2.3.
If finding is confirmed as other type of damage (e.g. liquid ingress), check pplicable SRM chapter for allowable damage.
The inspection must be repeated before next flight after any further re-installation of the rudder onto an aircraft until issuance of revised AMM task ret.7.
4.2.3 FINDINGS In case of disbond with width equal or less than 50 mm (1.968 in.) and with length
- For A310 aircraft, - for A310 a traft, refer to s ref. i paragraph 3.. (1)re next Tight.
- For A300-600 aircraft, refer to SB ref.2 paragraph 3.C.(1).
Then, contact Airbus within 10 days from the date of the inspection with a detailed damage report to get permanent repair instructions. The permanent repair shall be performed within 100FC from inspection date.
In case of disbond with width greater than 50 mm (1.968 in.) or with length greater than 150 mm (5.905 in.), contact Airbus before next flight with a detailed damage report to get further instructions.
Detailed damage report has to be sent to the following address:
Repair Engineering (SEER1/SEER2/SEER3) Services Fax: +33 (0) 5 61 93 28 73 regionl.StructureRepairSupport@airbus.com region2.StructurerepairSupport@airbus.com region3.StructureRepairSupport@airbus.com Or for AOG request AIRTAC (Airbus Technical AOG Center) Customer Services Phone: +33 (0) 5 61 93 34 00 Fax: +33 (0)5 61 93 35 00 Mailto: airtac@airbus.com
4.3 SPARES AND TOOLING
- Inspection equipment for Ultrasonic inspection as per ref.3.
- Inspection equipment for ELCH as per ref.4.
- Inspection equipment for woodpecker test as per ref.5.
- Inspection equipment for Tap test as per ref.6.
5. FURTHER INFORMATION
5.1 FOLLOW-UP PLAN The AMM task ref.7 will be revised to include this UT inspection after each re-installation of the rudder onto an aircraft.
The revised AMM is expected to be issued on the second quarter of 2013.
AOT_A55W002_12_00[1]. txt
5.2 IMPACTED DOCUMENTATION AMM 27-21-21 PB 401
6. AOT APPROVAL The technical content of this document is approved under the authority of DOA nr.
EASA. 21J. 031.
7. REPORTING/ACKNOWLEDGEMENT operators are requested to acknowledge receipt of this AO within 48 hours after receipt to:
Cecile BORDES SEES E-mail: Cecile.bordes@airbus.com Fax number: +33 (0) 5.61.93.36.14 Questions about this AOT and inspection results with or without findings are to be to Airbus Customer Services engineering as soon as possible, after the Аот application, to the attention of:
Paloma LLEDIN BARBANCHO - SEES1 Customer Services Phone: +33 (0)5 67 19 10 84 Fax: +33 (0)5 61 93 36 14 Mailto: paloma.lledin@airbus.com Best Regards, Jean-Luc MOUYSSET Philippe BOUCHERAT VICE PRESIDENT ENGINEERING SUPPORT VICE PRESIDENT A300/A310
PROGRAMME
CUSTOMER SERVICES CUSTOMER SERVICES Page 4
Inspection Flowchart AOT ref.: A55W002-12 Rudder PN A55471500 series re-installed onto aircraft.
Within 3 months from AOT reception, perform UT inspection with rudder installed in aircraft as per as per NTM 55-40-02 Part 4 in area defined in SB A310-55-2044 Fig. 3 or SB A300-55-6043 Fig.3 yes Finding no further re-installation of the rudder onto an aircraft Repeat the inspection before next flight after any until issuance of revised AMM 27-21-21 PB401 Disbond confirmation requested using both methods:
- ELCH NTM 51-10-26 Part 7 for external and internal disbond.
- Woodpecker NTM 51-10-19 Part 5 or Tap test NTM 51-10-03 Part 5 for external disbond yes Finding confirmed as disbond no Check applicable SRM chapter for allowable damage Disbond size W≤50mm and L≤150mm Core venting before next flight Report to Airbus within 10 days to get permanent repair instructions / permanent repair to be performed within 100FC Disbond size W>50mm or L>150mm Report to Airbus to get further instructions before next flight AIRBUS