[Federal Register Volume 60, Number 154 (Thursday, August 10, 1995)]
[Rules and Regulations]
[Pages 40750-40753]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-19121]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 94-NM-116-AD; Amendment 39-9331; AD 95-17-02]
Airworthiness Directives; Fokker Model F28 Mk 0100 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain Fokker Model F28 Mk 0100 series airplanes, that
requires the installation of modified Passenger Service Unit (PSU)
panel lenses, a one-time installation inspection to detect corrosion or
deterioration of the PSU connectors, correction of discrepancies, and
application of sealant. This amendment is prompted by reports that ``No
Smoking'' and ``Fasten Seat Belt'' signs installed in certain overhead
PSU's are not readable from passengers' and flight attendants' seats.
This amendment is also prompted by reports of smoke in the passenger
cabin caused by overheating of the PSU connectors. The actions
specified by this AD are intended to ensure that warning signs are
readable to passengers and flight attendants, and to eliminate a
potential fire hazard.
DATES: Effective September 11, 1995.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of September 11, 1995.
[[Page 40751]]
ADDRESSES: The service information referenced in this AD may be
obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street,
Alexandria, Virginia 22314. This information may be examined at the
Federal Aviation Administration (FAA), Transport Airplane Directorate,
Rules Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the
Office of the Federal Register, 800 North Capitol Street, NW., suite
700, Washington, DC.
FOR FURTHER INFORMATION CONTACT: Mark Quam, Aerospace Engineer,
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)
227-2145; fax (206) 227-1149.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to certain Fokker Model F28 Mk 0100
series airplanes was published in the Federal Register on March 30,
1995 (60 FR 16390). That action proposed to require the installation of
modified Passenger Service Unit (PSU) panel lenses. That action also
proposed to require a one-time post-installation inspection to detect
corrosion or deterioration of the PSU connectors, and correction of
discrepancies, and application of sealant.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
One commenter supports the proposal.
One commenter requests that the proposed action be issued as two
separate AD's: one to require replacement of the lenses, and the other
to require the one-time inspection for corrosion. As justification for
this request, the commenter points out that each of these requirements
affects a different group of airplanes, and the respective service
bulletins recommend different compliance times for accomplishing each
of the actions. Further, this commenter, a U.S. operator, states that
the proposed requirement to inspect airplanes immediately after the
installation of the new panel lenses would ground airplanes on which
the installation had been accomplished prior to the effective date of
the final rule. For example, this operator states that it has already
accomplished the proposed installation of new lenses on 23 of its
affected airplanes; however, because the compliance time for the
inspection [required by proposed paragraph (b)] would be ``prior to
further flight after accomplishing the installation [of the new panel
lenses],'' this operator would be required to immediately conduct the
corrosion inspection of these airplanes. This situation would
effectively ground this operator's airplanes until the inspection was
conducted. By separating the proposal into two AD's, each with an
appropriate and separate compliance time, operators would be alleviated
from having to ground airplanes in order to immediately inspect
airplanes that have had the new lenses installed at a previous time.
The FAA does not concur with the commenter's request that the
action be issued as two separate rules. The FAA combined the two
actions into one proposed rule since both of the referenced service
bulletins applied to the same item (the PSU). By requiring both actions
to be conducted concurrently, it was the FAA's intent to save the
affected operators from the expenses associated with having to access
the PSU twice; that is, one time for the lens installation and another
time for the inspection. Because of such costs, the FAA did not
anticipate that operators would want to conduct these two actions
independently. However, the FAA now recognizes the problems that
operators could encounter when trying to comply with the proposed
requirements as currently written. In light of the information provided
by the commenter, the FAA finds no reason why the two actions cannot be
conducted at separate times. Accordingly, the FAA has retained both
actions in this single final rule, but has revised the final rule to
provide for a compliance time of 9 months for the accomplishment of
both actions. Additionally, the final rule has been revised to indicate
that only affected airplanes (i.e., those listed in the effectivity
listing of the respective service bulletin) will be required to
accomplish each of the actions.
This same commenter requests that the proposed compliance time for
the corrosion inspection be extended since there may be a problem in
obtaining parts for necessary repairs. Specifically, this commenter
points out that a portion of the repair procedures would require
installation of gaskets in two electrical receptacles in the PSU. The
commenter states that the manufacturer of these gaskets has not yet
ordered the raw stock in order to fabricate the gaskets and does not
have a projected date for the fabrication of the gaskets; therefore,
that manufacturer cannot offer a delivery schedule for the parts
required for the repair. This situation would put affected operators at
a disadvantage when attempting to comply with the repair requirements
of the proposed rule.
The FAA does not concur that an extension of the compliance time
for inspection is warranted. The FAA has contacted the manufacturer of
the gaskets to determine if a parts availability problem would exist
with respect to meeting the compliance time of this rulemaking action.
The manufacturer advised that the gaskets come as part of a kit, and it
currently has 600 of these kits on hand. It can provide additional kits
upon request within 9 weeks of receiving an order. Based on this
information, the FAA finds that ample repair parts will be available to
operators within the 9-month compliance time of this final rule;
therefore, an extension of the compliance time is not appropriate.
This same commenter requests that proposed paragraph (c) be
clarified. The commenter points out that, as currently written,
paragraph (c) would prohibit the installation of any PSU with the part
numbers (P/N) ``10-1178-( )'' or ``10-1571-( )'' on any affected
airplane. The notation ``-( )'' in this case indicates that any
number(s) could be added as the last ``dash number'' of these P/N's,
but regardless of that dash number, the part could not be installed.
The commenter points out that this is misleading. The commenter states
that some of the modified PSU's that would be required to be installed
by paragraph (a) do not have totally different part numbers; some
retain the first six numbers of the original P/N, but have different
``dash numbers'' added to the end of it. For example, P/N 10-1178-40 is
an unmodified part that cannot be installed; its modified counterpart
is P/N 10-1178-59 and is permitted to be installed. As is evident in
this example, the first six numbers of both of these P/N's are the
same; only the last two ``dash numbers'' are different. However, as
paragraph (c) is proposed, neither of these parts would be permitted to
be installed on an airplane, since that paragraph states that all P/N's
with ``10-1178-'' as the first six numbers cannot be installed.
The FAA concurs that clarification is necessary. The FAA has
revised the final rule to call out the specific part numbers of those
parts that are not eligible for installation, and to specify the
location where these parts may not be installed.
This same commenter considers that the economic information
provided in the preamble to the proposal is understated, and that the
associated costs are much greater than what the
[[Page 40752]]
FAA described. The FAA concurs that the economic information should be
updated to provide a more accurate accounting of associated costs. The
FAA based its previous analysis on the best data that were available at
the time the proposal was developed. Since that time, the FAA has
obtained more accurate figures and has revised the economic impact
information, below, accordingly.
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes previously
described. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
The FAA estimates that 83 airplanes of U.S. registry will be
affected by this AD.
Installation of the modified PSU panel lenses requires
approximately 22 work hours per airplane to accomplish, at an average
labor cost of $60 per work hour. Required parts are estimated to cost
$1,126 per airplane. Based on these figures, the total cost impact of
the installation requirement of this AD on U.S. operators is estimated
to be $203,018, or $2,446 per airplane.
The one-time inspection for corrosion requires approximately 5 work
hours per airplane to accomplish, at an average labor cost of $60 per
work hour. Based on these figures, the total cost impact of the
inspection requirement of this AD on U.S. operators is estimated to be
$24,900, or $300 per airplane.
Based on these figures, the total cost impact of this AD on U.S.
operators is estimated to be $227,918, or $2,746 per airplane. This
total cost impact figure is based on assumptions that no operator has
yet accomplished any of the requirements of this AD action, and that no
operator would accomplish those actions in the future if this AD were
not adopted. However, the FAA has been advised that the installation of
modified PSU panel lenses has been accomplished on at least 23 of the
affected airplanes; therefore, the future total cost impact of this AD
is now $171,660.
The regulations adopted herein will 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 final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is
not a ``significant regulatory action'' under Executive Order 12866;
(2) is not a ``significant rule'' under 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. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it may be obtained
from the Rules Docket at the location provided under the caption
ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends 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:
95-17-02 Fokker: Amendment 39-9331. Docket 94-NM-116-AD.
Applicability: Model F28 Mk 0100 series airplanes; equipped with
Grimes Aerospace Passenger Service Units having part number (P/N)
10-1178-( ) or P/N 10-1571-( ); 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) of this AD 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 that warning signs are readable to passengers and
flight attendants, and to eliminate a potential fire hazard,
accomplish the following:
(a) For airplanes listed in Fokker Service Bulletin SBF100-25-
061, dated March 8, 1994 (as corrected by Fokker Service Bulletin
Change Notification SBF100-25-061/02, dated June 20, 1994): Within 9
months after the effective date of this AD, install modified
Passenger Service Unit (PSU) panel lenses in accordance with that
service bulletin.
(b) For airplanes listed in Fokker Service Bulletin SBF100-25-
068, dated March 31, 1994: Within 9 months after the effective date
of this AD, perform a one-time inspection to detect corrosion and/or
deterioration of the PSU connector, in accordance with that service
bulletin. Prior to further flight, correct any discrepancies
detected and apply sealant in accordance with the service bulletin.
(c) As of the effective date of this AD, no person shall install
on any airplane a Grimes Aerospace PSU having the following part
numbers (P/N):
(1) For PSU's located in the passenger compartment, except for
the PSU panels at the last but one aft position on the left- and
right-hand row (i.e., all except the second to the last row): P/N
10-1178-31 through -42, inclusive, must not be installed.
(2) For PSU's located in the passenger compartment at the last
but one position at the left- and right-hand row (i.e., the second
to the last row) only: P/N 10-1178-( ) must not be installed.
(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 Aircraft 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.
(f) The installation shall be done in accordance with Fokker
Service Bulletin SBF100-25-061, dated March 8, 1994 (as corrected by
Fokker Service Bulletin Change Notification SBF100-25-061/02, dated
June 20, 1994). The inspection and correction of discrepancies shall
be done in accordance with Fokker Service Bulletin SBF100-25-068,
dated March 31, 1994. This incorporation by reference was approved
by the Director of the Federal Register in accordance with 5 U.S.C.
552(a) and 1 CFR
[[Page 40753]]
part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199
North Fairfax Street, Alexandria, Virginia 22314. Copies may be
inspected at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington; or at the Office of the Federal
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
(g) This amendment becomes effective on September 11, 1995.
Issued in Renton, Washington, on July 28, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-19121 Filed 8-9-95; 8:45 am]
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