[Federal Register Volume 60, Number 111 (Friday, June 9, 1995)]
[Proposed Rules]
[Pages 30474-30476]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-14169]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 94-NM-184-AD]
Airworthiness Directives; British Aerospace Model BAC 1-11 200
and 400 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 all British Aerospace Model BAC 1-
11 200 and 400 series airplanes. This proposal would require various
repetitive inspections to detect cracks in certain panels of the lower
skin of the wing, and in certain fixed ribs of the leading edge of the
wing. This proposal would also require repair or replacement of cracked
parts, which would terminate certain repetitive inspections. This
proposal is prompted by reports of cracking in certain panels of the
lower skin of the wing, and in certain fixed ribs of the leading edge
of the wing due to fatigue-related stress. The actions specified by the
proposed AD are intended to ensure the structural integrity of the wing
by detecting fatigue-related cracking in a timely manner in the panels
of the lower skin of the wing or in the fixed ribs of the leading edge
of the wing.
DATES: Comments must be received by July 21, 1995.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 94-NM-184-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 British Aerospace, Airbus Limited, P.O. Box 77, Bristol
BS99 7AR, England. This information may be examined at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington.
FOR FURTHER INFORMATION CONTACT: William Schroeder, Aerospace Engineer,
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)
227-2148; fax (206) 227-1149. [[Page 30475]]
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 94-NM-184-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-103, Attention: Rules
Docket No. 94-NM-184-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
The Civil Aviation Authority (CAA), which is the airworthiness
authority for the United Kingdom, recently notified the FAA that an
unsafe condition may exist on all British Aerospace Model BAC 1-11 200
and 400 series airplanes. The CAA advises that it has received reports
of cracking in panel number 1 at rib 6 of the lower skin of the wing on
these airplanes that had accumulated 17,000 to 42,000 total flight
cycles. Cracking was also found in the panel number 2 at rib 10 of the
lower skin of the wing on these airplanes that had accumulated 45,000
to 53,000 total flight cycles. Furthermore, cracking was found in fixed
ribs 6, 10, and 14 of the leading edge of the wing. Investigation
revealed that the cause of this cracking has been attributed to
fatigue-related stress. Fatigue-related cracking in the panels of the
lower skin of the wing or in the fixed ribs of the leading edge of the
wing, if not detected and corrected in a timely manner, could reduce
the structural integrity of the wing.
British Aerospace has issued Alert Service Bulletin 57-A-PM5992,
Issue 1, dated October 14, 1992, which describes procedures for various
repetitive inspections to detect cracks in panel number 1 at rib 6 and
in panel number 2 at rib 10 of the lower skin of the wing, in the
rebate radius of panel number 2 at the joint between panels 1 and 2 of
the lower skin of the wing, and in the top and bottom flanges of fixed
ribs 6, 10, and 14 of the leading edge of the wing. This alert service
bulletin also describes procedures for repair or replacement of cracked
parts, which would eliminate the need for certain repetitive
inspections. The CAA classified this alert service bulletin as
mandatory in order to assure the continued airworthiness of these
airplanes in the United Kingdom.
This airplane model is manufactured in the United Kingdom and is
type certificated for operation in the United States under the
provisions of section 21.29 of the Federal Aviation Regulations (14 CFR
21.29) and the applicable bilateral airworthiness agreement. Pursuant
to this bilateral airworthiness agreement, the CAA has kept the FAA
informed of the situation described above. The FAA has examined the
findings of the CAA, 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.
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 various repetitive
inspections to detect cracks in panel number 1 at rib 6 and in panel
number 2 at rib 10 of the lower skin of the wing, in the rebate radius
of panel number 2 at the joint between panels 1 and 2 of lower skin of
the wing, and in the top and bottom flanges of fixed ribs 6, 10, and 14
of the leading edge of the wing. This proposed AD would also require
repair or replacement of cracked parts, which would constitute
terminating action for certain repetitive inspection requirements. The
actions would be required to be accomplished in accordance with the
alert service bulletin described previously. If any cracks are detected
at rib 10, the repair of panel number 2 would be required to be
accomplished in accordance with a method approved by the FAA.
As a result of recent communications with the Air Transport
Association (ATA) of America, the FAA has learned that, in general,
some operators may misunderstand the legal effect of AD's on airplanes
that are identified in the applicability provision of the AD, but that
have been altered or repaired in the area addressed by the AD. The FAA
points out that all airplanes identified in the applicability provision
of an AD are legally subject to the AD. If an airplane has been altered
or repaired in the affected area in such a way as to affect compliance
with the AD, the owner or operator is required to obtain FAA approval
for an alternative method of compliance with the AD, in accordance with
the paragraph of each AD that provides for such approvals. A note has
been included in this notice to clarify this long standing requirement.
The FAA estimates that 31 airplanes of U.S. registry would be
affected by this proposed AD, that it would take approximately 14 work
hours per airplane to accomplish the proposed actions, and that the
average labor rate is $60 per work hour. Based on these figures, the
total cost impact of the proposed AD on U.S. operators is estimated to
be $26,040, or $840 per airplane.
The total cost impact figure discussed above is 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.
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 [[Page 30476]] 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. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
British Aerospace Airbus Limited (Formerly British Aerospace
Commercial Aircraft Limited, British Aerospace Aircraft Group):
Docket 94-NM-184-AD.
Applicability: All Model BAC 1-11 200 and 400 series airplanes,
certificated in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
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 use the authority
provided in paragraph (d) to request approval from the FAA. This
approval may address either no action, if the current configuration
eliminates the unsafe condition; or different actions necessary to
address the unsafe condition described in this AD. Such a request
should include an assessment of the effect of the changed
configuration on the unsafe condition addressed by this AD. In no
case does the presence of any modification, alteration, or repair
remove any airplane from the applicability of this AD.
Compliance: Required as indicated, unless accomplished
previously.
To ensure the structural integrity of the wing, accomplish the
following:
(a) Prior to the accumulation of 12,000 total landings or within
1,500 landings after the effective date of this AD, whichever occurs
later, perform a close visual and dye penetrant inspection to detect
cracks in panel number 1 at rib 6 and in panel number 2 at rib 10 of
the lower skin of the wing, in accordance with British Aerospace
Alert Service Bulletin 57-A-PM5992, Issue 1, dated October 14, 1992.
(1) If no crack is detected, repeat the inspections thereafter
at intervals not to exceed 8,000 landings.
(2) If any crack is detected at rib 6, prior to further flight,
repair panel number 1 in accordance with the alert service bulletin.
Accomplishment of this repair constitutes terminating action for the
repetitive inspections of panel number 1 as required by this
paragraph.
(3) If any crack is detected at rib 10, prior to further flight,
repair panel number 2 in accordance with a method approved by the
Manager, Standardization Branch, ANM-113, FAA, Transport Airplane
Directorate.
(b) Prior to the accumulation of 30,000 total landings or within
1,500 landings after the effective date of this AD, whichever occurs
later, perform an eddy current inspection to detect cracks in the
rebate radius of panel number 2 at the joint between panels 1 and 2
of lower skin of the wing, in accordance with British Aerospace
Alert Service Bulletin 57-A-PM5992, Issue 1, dated October 14, 1992.
(1) If no crack is detected, repeat the inspection thereafter at
intervals not to exceed 8,000 landings.
(2) If any crack is detected, prior to further flight, repair
panel number 2 in accordance with the alert service bulletin.
Accomplishment of this repair constitutes terminating action for the
repetitive inspections of panel number 2 as required by this
paragraph.
(c) Prior to the accumulation of 30,000 total landings or within
1,500 landings after the effective date of this AD, whichever occurs
later, perform a close visual inspection to detect cracks in the top
and bottom flanges of fixed ribs 6, 10, and 14 of the leading edge
of the wing, in accordance with British Aerospace Alert Service
Bulletin 57-A-PM5992, Issue 1, dated October 14, 1992.
(1) If no crack is detected, repeat the inspection thereafter at
intervals not to exceed 8,000 landings.
(2) If any crack is detected, prior to further flight, replace
the cracked rib with a new rib, in accordance with the alert service
bulletin. Prior to the accumulation of 30,000 total landings on the
newly installed rib, perform a close visual inspection to detect
cracks on the newly installed rib in accordance with the service
bulletin. Repeat the inspection thereafter at intervals not to
exceed 8,000 landings.
(d) 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, Standardization Branch, ANM-113,
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,
Standardization Branch, ANM-113.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Standardization Branch, ANM-113.
(e) 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.
Issued in Renton, Washington, on June 5, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-14169 Filed 6-8-95; 8:45 am]
BILLING CODE 4910-13-U
