Airworthiness Directives; Fokker Model F28 Mark 0070 and 0100 Airplanes, 45956-45958 [E7-16123]
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45956
Federal Register / Vol. 72, No. 158 / Thursday, August 16, 2007 / Proposed Rules
Applicability
(c) This AD applies to Boeing Model 747–
200C and –200F series airplanes, certificated
in any category; as identified in Boeing Alert
Service Bulletin 747–25A3430, dated
February 15, 2007.
Issued in Renton, Washington, on July 30,
2007.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–16117 Filed 8–15–07; 8:45 am]
BILLING CODE 4910–13–P
Unsafe Condition
DEPARTMENT OF TRANSPORTATION
(d) This AD results from reports of water
contamination in the electrical/electronic
units in the main equipment center. We are
issuing this AD to prevent water
contamination of the electrical/electronic
units, which could cause the electrical/
electronic units to malfunction, and as a
consequence, could adversely affect the
airplane’s continued safe flight.
Federal Aviation Administration
Affected ADs
(b) None.
14 CFR Part 39
[Docket No. FAA–2007–28923; Directorate
Identifier 2007–NM–133–AD]
RIN 2120–AA64
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Airworthiness Directives; Fokker
Model F28 Mark 0070 and 0100
Airplanes
AGENCY:
Installations
(f) Within 24 months after the effective
date of this AD, install mounting brackets,
support angles, and moisture curtains in the
main equipment center, in accordance with
the Accomplishment Instructions of Boeing
Alert Service Bulletin 747–25A3430, dated
February 15, 2007.
Prior or Concurrent Requirements
(g) For airplanes identified as Group 1 and
Group 3 airplanes in Boeing Alert Service
Bulletin 747–25A3430, dated February 15,
2007: Prior to or concurrently with the
requirements of paragraph (f) of this AD,
install drip shields (including a drip pan
assembly, drain tubing, and attaching
hardware) over the forward, outboard halves
of the E1–1 and E3–1 shelves in the main
equipment bay, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–38A2073, Revision 3,
dated May 22, 2003.
(h) Installation of drip shields before the
effective date of this AD in accordance with
paragraph (a) and Note 2 of AD 2001–24–30,
amendment 39–12547, is acceptable for
compliance with the corresponding actions
in paragraph (g) of this AD.
rwilkins on PROD1PC63 with PROPOSALS
Alternative Methods of Compliance
(AMOCs)
(i)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested in accordance with the procedures
found in 14 CFR 39.19.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
VerDate Aug<31>2005
17:19 Aug 15, 2007
Jkt 211001
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
SUMMARY: We propose to adopt a new
airworthiness directive (AD) for the
products listed above. This proposed
AD results from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
Over the years, several Fokker 100 (F28
Mark 0100) operators reported that a MLG
(main landing gear) wheel fell off during
regular operation of the aircraft. These
incidents occurred due to a missing spacer,
which had inadvertently not been installed
during a previous wheel change. Omitting
the installation of the wheel spacer allows
the wheel to move sideways along the axle,
which subsequently leads to bearing failure,
followed by loss of the wheel. * * * This
condition, if not corrected, * * * could
conceivably result in loss of control of the
aircraft during the take-off run, landing
rollout or taxiing operations. * * *
The proposed AD would require
actions that are intended to address the
unsafe condition described in the MCAI.
DATES: We must receive comments on
this proposed AD by September 17,
2007.
ADDRESSES: You may send comments by
any of the following methods:
• DOT Docket Web Site: Go to https://
dms.dot.gov and follow the instructions
for sending your comments
electronically.
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
PO 00000
Frm 00009
Fmt 4702
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W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: Room W12–140 on
the ground floor of the West Building,
1200 New Jersey Avenue, SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
• Federal eRulemaking Portal: https://
www.regulations.gov. Follow the
instructions for submitting comments.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://dms.dot.gov; or in
person at the Docket Operations office
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this proposed
AD, the regulatory evaluation, any
comments received, and other
information. The street address for the
Docket Operations office (telephone
(800) 647–5527) is in the ADDRESSES
section. Comments will be available in
the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Tom
Rodriguez, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–1137; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2007–28923; Directorate Identifier
2007–NM–133–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD based on those comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
The Civil Aviation Authority—The
Netherlands (CAA–NL), which is the
aviation authority for the Netherlands,
has issued Dutch Airworthiness
Directive NL–2005–008, dated June 30,
2005 (referred to after this as ‘‘the
MCAI’’), to correct an unsafe condition
for the specified products. The MCAI
states:
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Federal Register / Vol. 72, No. 158 / Thursday, August 16, 2007 / Proposed Rules
Over the years, several Fokker 100 (F28
Mark 0100) operators reported that a MLG
(main landing gear) wheel fell off during
regular operation of the aircraft. These
incidents occurred due to a missing spacer,
which had inadvertently not been installed
during a previous wheel change. Omitting
the installation of the wheel spacer allows
the wheel to move sideways along the axle,
which subsequently leads to bearing failure,
followed by loss of the wheel. Investigation
by Fokker and Messier-Dowty has shown that
two separate items, the spacer and the axle
nut, can be replaced by a single axle-nut/
spacer assembly, to prevent the possibility of
omitting the spacer. In 1995, Messier-Dowty
issued Service Bulletin (SB) F100–32–72 to
make sure that the operator does not
assemble the axle nut without the spacer.
Fokker subsequently issued SB F100–32–096
to notify Fokker 100 operators of the
(optional) Messier-Dowty SB’s existence. At
a later stage, Fokker revised the SB to the
status of ‘‘recommended’’. In spite of all this
attention to the spacer problem, wheel losses
are still being reported due to missing wheel
nut spacers. This condition, if not corrected,
may lead to further wheel loss incidents,
each of which could conceivably result in
loss of control of the aircraft during the takeoff run, landing rollout or taxiing operations.
Since a potentially unsafe condition has been
identified that may exist or develop on
aircraft of the same type design, this
Airworthiness Directive requires the
replacement of the axle-nut and spacer with
an integrated axle-nut/spacer assembly. In
addition, the Aircraft Maintenance Manual
(AMM) and Illustrated Parts Catalogue (IPC)
must be amended to prevent reversal to a
separate axle-nut and spacer installation
during a subsequent wheel change.
Differences Between This AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
different words from those in the MCAI
to ensure the AD is clear for U.S.
operators and is enforceable. In making
these changes, we do not intend to differ
substantively from the information
provided in the MCAI and related
service information.
We might also have proposed
different actions in this AD from those
in the MCAI in order to follow FAA
policies. Any such differences are
highlighted in a NOTE within the
proposed AD.
Costs of Compliance
You may obtain further information
by examining the MCAI in the AD
docket.
Based on the service information, we
estimate that this proposed AD would
affect about 13 products of U.S. registry.
We also estimate that it would take
about 4 work-hours per product to
comply with the basic requirements of
this proposed AD. The average labor
rate is $80 per work-hour. Required
parts would cost about $3,750 per
product. Where the service information
lists required parts costs that are
covered under warranty, we have
assumed that there will be no charge for
these costs. As we do not control
warranty coverage for affected parties,
some parties may incur costs higher
than estimated here. Based on these
figures, we estimate the cost of the
proposed AD on U.S. operators to be
$52,910, or $4,070 per product.
Relevant Service Information
Authority for This Rulemaking
Messier-Dowty has issued Service
Bulletin F100–32–72, Revision 1, dated
March 5, 2007. The actions described in
this service information are intended to
correct the unsafe condition identified
in the MCAI.
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. ‘‘Subtitle VII:
Aviation Programs,’’ describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in ‘‘Subtitle VII,
Part A, Subpart III, Section 44701:
General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
rwilkins on PROD1PC63 with PROPOSALS
FAA’s Determination and Requirements
of This Proposed AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
in the United States. Pursuant to our
bilateral agreement with the State of
Design Authority, we have been notified
of the unsafe condition described in the
MCAI and service information
referenced above. We are proposing this
AD because we evaluated all pertinent
information and determined an unsafe
condition exists and is likely to exist or
develop on other products of the same
type design.
VerDate Aug<31>2005
17:19 Aug 15, 2007
Jkt 211001
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45957
Regulatory Findings
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would not have a
substantial direct effect 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.
For the reasons discussed above, I
certify 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. 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.
We prepared a regulatory evaluation
of the estimated costs to comply with
this proposed AD and placed it in the
AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 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.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
Fokker Services B.V.: Docket No. FAA–
2007–28923; Directorate Identifier 2007–
NM–133–AD.
Comments Due Date
(a) We must receive comments by
September 17, 2007.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Fokker Model F.28
Mark 0070 and 0100 airplanes; certificated in
any category; all serial numbers, if equipped
with Messier-Dowty main landing gear
(MLG) units.
Subject
(d) Air Transport Association (ATA) of
America Code 32: Landing gear.
E:\FR\FM\16AUP1.SGM
16AUP1
45958
Federal Register / Vol. 72, No. 158 / Thursday, August 16, 2007 / Proposed Rules
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
FAA AD Differences
rwilkins on PROD1PC63 with PROPOSALS
Over the years, several Fokker 100 (F28
Mark 0100) operators reported that a MLG
(main landing gear) wheel fell off during
regular operation of the aircraft. These
incidents occurred due to a missing spacer,
which had inadvertently not been installed
during a previous wheel change. Omitting
the installation of the wheel spacer allows
the wheel to move sideways along the axle,
which subsequently leads to bearing failure,
followed by loss of the wheel. Investigation
by Fokker and Messier-Dowty has shown that
two separate items, the spacer and the axle
nut, can be replaced by a single axle-nut/
spacer assembly, to prevent the possibility of
omitting the spacer. In 1995, Messier-Dowty
issued Service Bulletin (SB) F100–32–72 to
make sure that the operator does not
assemble the axle nut without the spacer.
Fokker subsequently issued SB F100–32–096
to notify Fokker 100 operators of the
(optional) Messier-Dowty SB’s existence. At
a later stage, Fokker revised the SB to the
status of ‘‘recommended’’. In spite of all this
attention to the spacer problem, wheel losses
are still being reported due to missing wheel
nut spacers. This condition, if not corrected,
may lead to further wheel loss incidents,
each of which could conceivably result in
loss of control of the aircraft during the takeoff run, landing rollout or taxiing operations.
Since a potentially unsafe condition has been
identified that may exist or develop on
aircraft of the same type design, this
Airworthiness Directive requires the
replacement of the axle-nut and spacer with
an integrated axle-nut/spacer assembly. In
addition, the Aircraft Maintenance Manual
(AMM) and Illustrated Parts Catalogue (IPC)
must be amended to prevent reversal to a
separate axle-nut and spacer installation
during a subsequent wheel change.
Actions and Compliance
(f) Unless already done, do the following
actions.
(1) Within 12 months after the effective
date of this AD, replace each MLG wheel
axle-nut and spacer with an integrated axlenut/spacer assembly in accordance with the
Accomplishment Instructions of MessierDowty Service Bulletin F100–32–72,
Revision 1, dated March 5, 2007.
Note 1: Fokker 70/100 Service Letter 102,
Revision 1, dated February 12, 1998; and
Fokker Service Bulletin SBF100–32–096,
Revision 2, dated April 29, 2005, also pertain
to this subject.
(2) As of 12 months after the effective date
of this AD, no person may install an axle nut
having part number (P/N) 201072670 or
alternate P/N 201072765, or any spacer
having P/N 201072699, on any airplane. Only
axle nut subassemblies having P/N
201251273 or P/N 201650216 may be
installed.
(3) Actions accomplished before the
effective date of this AD in accordance with
Messier-Dowty Service Bulletin F100–32–72,
dated January 25, 1995, are considered
acceptable for compliance with the
corresponding action specified in this AD.
VerDate Aug<31>2005
17:19 Aug 15, 2007
Jkt 211001
DEPARTMENT OF TRANSPORTATION
Note: This AD differs from the MCAI and/
or service information as follows:
(1) The MCAI requires revising the AMM
and IPC. As these documents are not FAAapproved, we do not require these revisions.
Therefore, this AD requires compliance with
paragraph (f)(2) of this AD, which
accomplishes the intent of revising the AMM
and IPC.
Federal Aviation Administration
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, Transport Airplane
Directorate, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
Send information to ATTN: Tom Rodriguez,
Aerospace Engineer, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone (425)
227–1137; fax (425) 227–1149. Before using
any approved AMOC on any airplane to
which the AMOC applies, notify your
appropriate principal inspector (PI) in the
FAA Flight Standards District Office (FSDO),
or lacking a PI, your local FSDO.
(2) Airworthy Product: For any requirement
in this AD to obtain corrective actions from
a manufacturer or other source, use these
actions if they are FAA-approved. Corrective
actions are considered FAA-approved if they
are approved by the State of Design Authority
(or their delegated agent). You are required
to assure the product is airworthy before it
is returned to service.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act,
the Office of Management and Budget (OMB)
has approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to MCAI Dutch Airworthiness
Directive NL–2005–008, dated June 30, 2005,
Fokker 70/100 Service Letter 102, Revision 1,
dated February 12, 1998, and Messier-Dowty
Service Bulletin F100–32–72, Revision 1,
dated March 5, 2007, for related information.
Issued in Renton, Washington, on July 30,
2007.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–16123 Filed 8–15–07; 8:45 am]
BILLING CODE 4910–13–P
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14 CFR Part 39
[Docket No. FAA–2007–28941; Directorate
Identifier 2006–NM–276–AD]
RIN 2120–AA64
Airworthiness Directives; Dassault
Model Falcon 2000, Falcon 2000EX,
Mystere-Falcon 900, Falcon 900EX, Fan
Jet Falcon, Mystere-Falcon 50,
Mystere-Falcon 20, Mystere-Falcon
200, and Falcon 10 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to all
Dassault Model Falcon 2000, MystereFalcon 900, Falcon 900EX, Fan Jet
Falcon, Mystere-Falcon 50, MystereFalcon 20, Mystere-Falcon 200, and
Falcon 10 series airplanes. The existing
AD currently requires repetitive tests
and inspections to detect discrepancies
of the overwing emergency exit, and
corrective action if necessary. This
proposed AD would expand the
applicability of the existing AD and
extend the repetitive test and inspection
interval for all airplanes. This proposed
AD results from reports of incorrect
operation of the overwing emergency
exit due to interference between the
emergency exit and the interior
accommodation. We are proposing this
AD to prevent failure of the overwing
emergency exits to open, and
consequent injury to passengers or crew
members during an emergency
evacuation.
DATES: We must receive comments on
this proposed AD by September 17,
2007.
ADDRESSES: Use one of the following
addresses to submit comments on this
proposed AD.
• DOT Docket Web site: Go to https://
dms.dot.gov and follow the instructions
for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Fax: (202) 493–2251.
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]]>Agencies
[Federal Register Volume 72, Number 158 (Thursday, August 16, 2007)]
[Proposed Rules]
[Pages 45956-45958]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-16123]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-28923; Directorate Identifier 2007-NM-133-AD]
RIN 2120-AA64
Airworthiness Directives; Fokker Model F28 Mark 0070 and 0100
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed AD results from mandatory
continuing airworthiness information (MCAI) originated by an aviation
authority of another country to identify and correct an unsafe
condition on an aviation product. The MCAI describes the unsafe
condition as:
Over the years, several Fokker 100 (F28 Mark 0100) operators
reported that a MLG (main landing gear) wheel fell off during
regular operation of the aircraft. These incidents occurred due to a
missing spacer, which had inadvertently not been installed during a
previous wheel change. Omitting the installation of the wheel spacer
allows the wheel to move sideways along the axle, which subsequently
leads to bearing failure, followed by loss of the wheel. * * * This
condition, if not corrected, * * * could conceivably result in loss
of control of the aircraft during the take-off run, landing rollout
or taxiing operations. * * *
The proposed AD would require actions that are intended to address
the unsafe condition described in the MCAI.
DATES: We must receive comments on this proposed AD by September 17,
2007.
ADDRESSES: You may send comments by any of the following methods:
DOT Docket Web Site: Go to https://dms.dot.gov and follow
the instructions for sending your comments electronically.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: Room W12-140 on the ground floor of the
West Building, 1200 New Jersey Avenue, SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Federal eRulemaking Portal: https://www.regulations.gov.
Follow the instructions for submitting comments.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
dms.dot.gov; or in person at the Docket Operations office between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this proposed AD, the regulatory evaluation, any
comments received, and other information. The street address for the
Docket Operations office (telephone (800) 647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Tom Rodriguez, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-1137; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2007-
28923; Directorate Identifier 2007-NM-133-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD based on those comments.
We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
The Civil Aviation Authority--The Netherlands (CAA-NL), which is
the aviation authority for the Netherlands, has issued Dutch
Airworthiness Directive NL-2005-008, dated June 30, 2005 (referred to
after this as ``the MCAI''), to correct an unsafe condition for the
specified products. The MCAI states:
[[Page 45957]]
Over the years, several Fokker 100 (F28 Mark 0100) operators
reported that a MLG (main landing gear) wheel fell off during
regular operation of the aircraft. These incidents occurred due to a
missing spacer, which had inadvertently not been installed during a
previous wheel change. Omitting the installation of the wheel spacer
allows the wheel to move sideways along the axle, which subsequently
leads to bearing failure, followed by loss of the wheel.
Investigation by Fokker and Messier-Dowty has shown that two
separate items, the spacer and the axle nut, can be replaced by a
single axle-nut/spacer assembly, to prevent the possibility of
omitting the spacer. In 1995, Messier-Dowty issued Service Bulletin
(SB) F100-32-72 to make sure that the operator does not assemble the
axle nut without the spacer. Fokker subsequently issued SB F100-32-
096 to notify Fokker 100 operators of the (optional) Messier-Dowty
SB's existence. At a later stage, Fokker revised the SB to the
status of ``recommended''. In spite of all this attention to the
spacer problem, wheel losses are still being reported due to missing
wheel nut spacers. This condition, if not corrected, may lead to
further wheel loss incidents, each of which could conceivably result
in loss of control of the aircraft during the take-off run, landing
rollout or taxiing operations. Since a potentially unsafe condition
has been identified that may exist or develop on aircraft of the
same type design, this Airworthiness Directive requires the
replacement of the axle-nut and spacer with an integrated axle-nut/
spacer assembly. In addition, the Aircraft Maintenance Manual (AMM)
and Illustrated Parts Catalogue (IPC) must be amended to prevent
reversal to a separate axle-nut and spacer installation during a
subsequent wheel change.
You may obtain further information by examining the MCAI in the AD
docket.
Relevant Service Information
Messier-Dowty has issued Service Bulletin F100-32-72, Revision 1,
dated March 5, 2007. The actions described in this service information
are intended to correct the unsafe condition identified in the MCAI.
FAA's Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to our bilateral agreement with the State of Design Authority, we have
been notified of the unsafe condition described in the MCAI and service
information referenced above. We are proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Differences Between This AD and the MCAI or Service Information
We have reviewed the MCAI and related service information and, in
general, agree with their substance. But we might have found it
necessary to use different words from those in the MCAI to ensure the
AD is clear for U.S. operators and is enforceable. In making these
changes, we do not intend to differ substantively from the information
provided in the MCAI and related service information.
We might also have proposed different actions in this AD from those
in the MCAI in order to follow FAA policies. Any such differences are
highlighted in a NOTE within the proposed AD.
Costs of Compliance
Based on the service information, we estimate that this proposed AD
would affect about 13 products of U.S. registry. We also estimate that
it would take about 4 work-hours per product to comply with the basic
requirements of this proposed AD. The average labor rate is $80 per
work-hour. Required parts would cost about $3,750 per product. Where
the service information lists required parts costs that are covered
under warranty, we have assumed that there will be no charge for these
costs. As we do not control warranty coverage for affected parties,
some parties may incur costs higher than estimated here. Based on these
figures, we estimate the cost of the proposed AD on U.S. operators to
be $52,910, or $4,070 per product.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect 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.
For the reasons discussed above, I certify 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. 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.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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. The FAA amends Sec. 39.13 by adding the following new AD:
Fokker Services B.V.: Docket No. FAA-2007-28923; Directorate
Identifier 2007-NM-133-AD.
Comments Due Date
(a) We must receive comments by September 17, 2007.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Fokker Model F.28 Mark 0070 and 0100
airplanes; certificated in any category; all serial numbers, if
equipped with Messier-Dowty main landing gear (MLG) units.
Subject
(d) Air Transport Association (ATA) of America Code 32: Landing
gear.
[[Page 45958]]
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
Over the years, several Fokker 100 (F28 Mark 0100) operators
reported that a MLG (main landing gear) wheel fell off during
regular operation of the aircraft. These incidents occurred due to a
missing spacer, which had inadvertently not been installed during a
previous wheel change. Omitting the installation of the wheel spacer
allows the wheel to move sideways along the axle, which subsequently
leads to bearing failure, followed by loss of the wheel.
Investigation by Fokker and Messier-Dowty has shown that two
separate items, the spacer and the axle nut, can be replaced by a
single axle-nut/spacer assembly, to prevent the possibility of
omitting the spacer. In 1995, Messier-Dowty issued Service Bulletin
(SB) F100-32-72 to make sure that the operator does not assemble the
axle nut without the spacer. Fokker subsequently issued SB F100-32-
096 to notify Fokker 100 operators of the (optional) Messier-Dowty
SB's existence. At a later stage, Fokker revised the SB to the
status of ``recommended''. In spite of all this attention to the
spacer problem, wheel losses are still being reported due to missing
wheel nut spacers. This condition, if not corrected, may lead to
further wheel loss incidents, each of which could conceivably result
in loss of control of the aircraft during the take-off run, landing
rollout or taxiing operations. Since a potentially unsafe condition
has been identified that may exist or develop on aircraft of the
same type design, this Airworthiness Directive requires the
replacement of the axle-nut and spacer with an integrated axle-nut/
spacer assembly. In addition, the Aircraft Maintenance Manual (AMM)
and Illustrated Parts Catalogue (IPC) must be amended to prevent
reversal to a separate axle-nut and spacer installation during a
subsequent wheel change.
Actions and Compliance
(f) Unless already done, do the following actions.
(1) Within 12 months after the effective date of this AD,
replace each MLG wheel axle-nut and spacer with an integrated axle-
nut/spacer assembly in accordance with the Accomplishment
Instructions of Messier-Dowty Service Bulletin F100-32-72, Revision
1, dated March 5, 2007.
Note 1: Fokker 70/100 Service Letter 102, Revision 1, dated
February 12, 1998; and Fokker Service Bulletin SBF100-32-096,
Revision 2, dated April 29, 2005, also pertain to this subject.
(2) As of 12 months after the effective date of this AD, no
person may install an axle nut having part number (P/N) 201072670 or
alternate P/N 201072765, or any spacer having P/N 201072699, on any
airplane. Only axle nut subassemblies having P/N 201251273 or P/N
201650216 may be installed.
(3) Actions accomplished before the effective date of this AD in
accordance with Messier-Dowty Service Bulletin F100-32-72, dated
January 25, 1995, are considered acceptable for compliance with the
corresponding action specified in this AD.
FAA AD Differences
Note: This AD differs from the MCAI and/or service information
as follows:
(1) The MCAI requires revising the AMM and IPC. As these
documents are not FAA-approved, we do not require these revisions.
Therefore, this AD requires compliance with paragraph (f)(2) of this
AD, which accomplishes the intent of revising the AMM and IPC.
Other FAA AD Provisions
(g) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. Send information to ATTN: Tom
Rodriguez, Aerospace Engineer, International Branch, ANM-116,
Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; telephone (425) 227-1137; fax (425) 227-1149.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.
(2) Airworthy Product: For any requirement in this AD to obtain
corrective actions from a manufacturer or other source, use these
actions if they are FAA-approved. Corrective actions are considered
FAA-approved if they are approved by the State of Design Authority
(or their delegated agent). You are required to assure the product
is airworthy before it is returned to service.
(3) Reporting Requirements: For any reporting requirement in
this AD, under the provisions of the Paperwork Reduction Act, the
Office of Management and Budget (OMB) has approved the information
collection requirements and has assigned OMB Control Number 2120-
0056.
Related Information
(h) Refer to MCAI Dutch Airworthiness Directive NL-2005-008,
dated June 30, 2005, Fokker 70/100 Service Letter 102, Revision 1,
dated February 12, 1998, and Messier-Dowty Service Bulletin F100-32-
72, Revision 1, dated March 5, 2007, for related information.
Issued in Renton, Washington, on July 30, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-16123 Filed 8-15-07; 8:45 am]
BILLING CODE 4910-13-P
