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Federal Register / Vol. 86, No. 228 / Wednesday, December 1, 2021 / Proposed Rules Issued on November 19, 2021.
Lance T. Gant, Director, Compliance & Airworthiness Division, Aircraft Certification Service.
FR Doc. 202126042 Filed 113021; 8:45 am BILLING CODE 491013P

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
Examining the AD Docket
14 CFR Part 39
Docket No. FAA20211017; Project Identifier AD202100495A
RIN 2120AA64

Airworthiness Directives; True Flight Holdings LLC Airplanes Federal Aviation Administration FAA, DOT.
ACTION: Notice of proposed rulemaking NPRM.
AGENCY:

The FAA proposes to adopt a new airworthiness directive AD for all True Flight Holdings LLC Model AA1, AA1A, AA1B, AA1C, AA5, AA
5A, and AA5B airplanes. This proposed AD was prompted by the report of an accident of an airplane with bondline corrosion and delamination of the horizontal stabilizers. This proposed AD would require inspecting the wings, fuselage, and stabilizers for bondline separation, corrosion, and previous repair. This AD would also require repairing or replacing parts and applying corrosion inhibitor as necessary. The FAA is proposing this AD to address the unsafe condition on these products.
DATES: The FAA must receive comments on this proposed AD by January 18, 2022.
SUMMARY:

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 https www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202 4932251.
Mail: U.S. Department of Transportation, Docket Operations, M
30, West Building Ground Floor, Room W12140, 1200 New Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9 a.m. and 5
p.m., Monday through Friday, except Federal holidays.
For service information identified in this NPRM, contact True Flight Holdings LLC, 2300 Madison Highway, Valdosta, GA 31601; phone: 229 242
6337; email: info@

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ADDRESSES:

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trueflightaerospace.com. You may view this service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, MO 64106. For information on the availability of this material at the FAA, call 816 3294148. It is also available at https www.regulations.gov by searching for and locating Docket No.
FAA20211017.
You may examine the AD docket at https www.regulations.gov by searching for and locating Docket No.
FAA20211017; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this NPRM, any comments received, and other information. The street address for Docket Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Fred Caplan, Aviation Safety Engineer, Atlanta ACO Branch, FAA, 1701
Columbia Avenue, College Park, GA
30337; phone: 404 4745507; fax: 404
4745606; email: frederick.n.caplan@
faa.gov.
SUPPLEMENTARY INFORMATION:

Comments Invited The FAA invites you to send any written relevant data, views, or arguments about this proposal. Send your comments to an address listed under ADDRESSES. Include Docket No.
FAA20211017; Project Identifier AD
202100495A at the beginning of your comments. The most helpful comments reference a specific portion of the proposal, explain the reason for any recommended change, and include supporting data. The FAA will consider all comments received by the closing date and may amend this proposal because of those comments.
Except for Confidential Business Information CBI as described in the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to https
www.regulations.gov, including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this NPRM.
Confidential Business Information CBI is commercial or financial information that is both customarily and actually treated as private by its owner.
Under the Freedom of Information Act FOIA 5 U.S.C. 552, CBI is exempt from public disclosure. If your comments responsive to this NPRM
contain commercial or financial
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information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this NPRM, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI
as PROPIN. The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this NPRM. Submissions containing CBI
should be sent to Fred Caplan, Aviation Safety Engineer, Atlanta ACO Branch, FAA, 1701 Columbia Avenue, College Park, GA 30337. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking.
Background The FAA received a report of an accident involving a True Flight Holdings LLC Model AA5 airplane that occurred on January 19, 2021. During flight, the outboard elevator attach bracket on the horizontal stabilizer detached, causing loss of elevator control, flutter, and significant damage to the airplane. An investigation identified corrosion and delamination of the airplane skin bondlines around the area of the horizontal stabilizer where the elevator attach bracket was attached, as well as on the trailing edge of the elevator trim tab. Field reports have identified additional instances of corrosion and delamination of skin bondlines around the horizontal stabilizer and other primary structures.
Model AA1, AA1A, AA1B, AA
1C, AA5, AA5A, and AA5B
airplanes are similar in design and are constructed using a metal-to-metal bonding process. While the bond adhesive remains structurally sound throughout the aging process, factors such as corrosion and freezing moisture may compromise the structural integrity of some of the bond joints. This can lead to delamination of the skin from the primary structure.
Field reports indicate that bondline inspections are not being adequately performed during routine inspections, which emphasize a visual scanning for problem areas. However, damage can exist with no visual indications, and a mechanic might miss damage in a hidden area. The FAA has determined that a more thorough inspection procedure is necessary to reliably identify corrosion and delamination of bondlines in these critical areas.
This condition, if not addressed, could result in reduced structural integrity of the affected airplane component, with consequent loss of
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