[Federal Register Volume 63, Number 102 (Thursday, May 28, 1998)]
[Proposed Rules]
[Pages 29157-29159]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-14038]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 98-NM-101-AD]
RIN 2120-AA64
Airworthiness Directives; Fokker Model F.28 Mark 0100 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to certain Fokker Model F.28 Mark
0100 series airplanes. This proposal would require a one-time visual
inspection and a one-time eddy current and/or dye penetrant inspection
of the nose landing gear (NLG) main fitting to detect cracking; and
rework of the NLG main fitting, if necessary. This proposal is prompted
by issuance of mandatory continuing airworthiness information by a
foreign civil airworthiness authority. The actions specified by the
proposed AD are intended to prevent cracking of the NLG main fitting,
which could lead to collapse of the NLG during takeoff and landing and
possible injury to the flightcrew and passengers.
DATES: Comments must be received by June 29, 1998.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 98-NM-101-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except
Federal holidays.
The service information referenced in the proposed rule may be
obtained from Fokker Services B.V., Technical Support Department, P. O.
Box 75047, 1117 ZN Schiphol Airport, the Netherlands. This information
may be examined at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington.
FOR FURTHER INFORMATION CONTACT: Norman B. Martenson, Manager,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
227-2110; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 98-NM-101-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules
Docket No. 98-NM-101-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
The Rijksluchtvaartdienst (RLD), which is the airworthiness
authority for the Netherlands, notified the FAA that an unsafe
condition may exist on certain Fokker Model F.28 Mark 0100 series
airplanes, equipped with certain Messier-Dowty (formerly Dowty Rotol)
nose landing gears (NLG). The RLD advises that it received a report
indicating that the NLG of an airplane broke off just below the NLG
pintle pins immediately after touchdown of the nose wheel. The nose
section of the aircraft came to rest on the fuselage and remaining
portion of the NLG. Subsequently, the airline involved performed a
detailed visual inspection of the NLG main fittings on all airplanes in
its fleet and identified three more suspect NLG main fittings.
Investigation of these fittings revealed that the cracking had
originated on the inner side of the right-hand downlock plunger support
web. The total number of flight cycles on the airplanes with the
cracked NLG main fittings ranged from 9,300 to 17,600. The exact cause
of the cracking has not been determined at this time. Such cracking of
the NLG main fitting, if not corrected, could lead to collapse of the
NLG during takeoff and landing, and possible injury to the flightcrew
and passengers.
Explanation of Relevant Service Information
The manufacturer has issued Fokker Service Bulletin SBF100-32-112,
dated November 14, 1997, and Messier-Dowty has issued Service Bulletin
F100-32-92, dated November 14, 1997. These service bulletins describe
procedures for a one-time visual inspection of the NLG main fitting to
detect cracking. The service bulletins also describe procedures for a
one-time eddy current and/or dye penetrant inspection if cracking is
suspected following accomplishment of the visual inspection, and rework
of the NLG main fitting, if cracking is found.
The RLD classified these service bulletins as mandatory and issued
Dutch airworthiness directive BLA 1997-116 (A), dated November 28,
1997, in order to assure the continued airworthiness of these airplanes
in the Netherlands.
FAA's Conclusions
This airplane model is manufactured in the Netherlands and is type
certificated for operation in the United States under the provisions of
Sec. 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and the
applicable bilateral airworthiness agreement. Pursuant to this
bilateral airworthiness agreement,
[[Page 29158]]
the RLD has kept the FAA informed of the situation described above. The
FAA has examined the findings of the RLD, reviewed all available
information, and determined that AD action is necessary for products of
this type design that are certificated for operation in the United
States.
Explanation of Requirements of Proposed Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other airplanes of the same type design registered
in the United States, the proposed AD would require accomplishment of
the actions specified in the service bulletins described previously.
This proposed AD also requires that operators report the results of
the one-time inspection to Fokker Services B.V. Because the cause of
the addressed cracking is not currently known, the intent of these
required inspection reports is to enable Fokker to determine how
widespread such cracking problems may be in the affected fleet. Based
on the results of these reports, further corrective action may be
warranted.
Differences Between the Proposed AD and the Dutch Airworthiness
Directive
Operators should note that the parallel Dutch airworthiness
directive specifies that the actions be accomplished for airplanes on
which the nose landing gear (NLG) has accumulated more than 8,000 total
flight cycles. However, because the exact cause of the cracking remains
unknown, the FAA would require compliance with the actions in this
proposed AD for all airplanes of this type design, including those that
have accumulated less than 8,000 total flight cycles as of the
effective date of this proposed AD, in order to ensure the integrity of
the entire fleet.
Cost Impact
The FAA estimates that 127 airplanes of U.S. registry would be
affected by this proposed AD.
It would take approximately 2 work hours per airplane to accomplish
the proposed visual inspection, at an average labor rate of $60 per
work hour. Based on these figures, the cost impact of the proposed
visual inspection on U.S. operators is estimated to be $15,240, or $120
per airplane.
It would take approximately 2 work hours per airplane to accomplish
the proposed eddy current and/or dye penetrant inspection, at an
average labor rate of $60 per work hour. Based on these figures, the
cost impact of the proposed eddy current and/or dye penetrant
inspection on U.S. operators is estimated to be $15,240, or $120 per
airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the proposed requirements
of this AD action, and that no operator would accomplish those actions
in the future if this AD were not adopted.
Regulatory Impact
The regulations proposed herein would not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this proposed
regulation (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) if promulgated, 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. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
Fokker Services B.V.: Docket 98-NM-101-AD
Applicability: Model F.28 Mark 0100 series airplanes; equipped
with Messier-Dowty Nose Landing Gear (NLG) having part number (P/N)
201071001 or P/N 201071002, on which the NLG main fitting has not
been overhauled in accordance with Component Maintenance Manual 32-
20-51; certificated in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
otherwise modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (e) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent cracking of the NLG main fitting, which could lead to
collapse of the NLG during takeoff and landing and possible injury
to the flightcrew and passengers, accomplish the following:
(a) Perform a one-time visual inspection to detect cracking of
the NLG main fitting, in accordance with Fokker Service Bulletin
SBF100-32-112, dated November 14, 1997, at the applicable time
specified in either paragraph (a)(1) or (a)(2) of this AD. If any
cracking is found, prior to further flight, accomplish the
requirements of paragraph (b) of this AD.
(1) For airplanes that have accumulated less than 15,000 total
flight cycles as of the effective date of this AD: Inspect prior to
the accumulation of 8,000 total flight cycles, or within 90 days
after the effective date of this AD, whichever occurs later.
(2) For airplanes that have accumulated 15,000 or more total
flight cycles as of the effective date of this AD: Inspect within 30
days after the effective date of this AD.
(b) Perform a one-time eddy current and/or dye penetrant
inspection to detect cracking of the NLG main fitting, in accordance
with Messier-Dowty Service Bulletin F100-32-92, dated November 14,
1997, at the applicable time specified in either paragraph (b)(1) or
(b)(2) of this AD. Accomplishment of the inspection required by
paragraph (b) of this AD, if accomplished prior to the inspection
required by paragraph (a) of this AD, terminates the inspection
required by paragraph (a) of this AD.
(1) For airplanes that have accumulated less than 15,000 total
flight cycles as of the effective date of this AD: Inspect prior to
the accumulation of 8,000 total flight cycles, or within 180 days
after the effective date of this AD, whichever occurs later.
[[Page 29159]]
(2) For airplanes that have accumulated 15,000 or more total
flight cycles as of the effective date of this AD: Inspect within 60
days after the effective date of this AD.
(c) If any crack is detected during the inspection required by
paragraph (b) of this AD, prior to further flight, rework the NLG
main fitting in accordance with Messier-Dowty Service Bulletin F100-
32-92, dated November 14, 1997.
(d) Within 7 days after accomplishing the inspection required by
either paragraph (a) or (b) of this AD, submit a report of the
inspection results (both positive and negative findings) to Fokker
Services B.V., Technical Support Department, P.O. Box 75047, 1117 ZN
Schiphol Airport, the Netherlands. Information collection
requirements contained in this regulation have been approved by the
Office of Management and Budget (OMB) under the provisions of the
Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have
been assigned OMB Control Number 2120-0056.
(e) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, International Branch, ANM-116, FAA,
Transport Airplane Directorate. Operators shall submit their
requests through an appropriate FAA Principal Maintenance Inspector,
who may add comments and then send it to the Manager, International
Branch, ANM-116.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the International Branch, ANM-116.
(f) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
Note 3: The subject of this AD is addressed in Dutch
airworthiness directive BLA 1997-116 (A), dated November 28, 1997.
Issued in Renton, Washington, on May 20, 1998.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 98-14038 Filed 5-27-98; 8:45 am]
BILLING CODE 4910-13-P
