Airworthiness Directives; Fokker Model F.28 Mark 0070, 0100, 1000, 2000, 3000, and 4000 Airplanes, 46572-46576 [E7-16426]
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Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Proposed Rules
that it is not necessary to prepare a
Family Policymaking Assessment.
I. Review Under the Treasury and
General Government Appropriations
Act, 2001
The Treasury and General
Government Appropriations Act, 2001
(44 U.S.C. 3516 note) provides for
agencies to review most disseminations
of information to the public under
guidelines established by each agency
pursuant to general guidelines issued by
the Office of Management and Budget
(OMB). OMB’s guidelines were
published at 67 FR 8452 (February 22,
2002), and DOE’s guidelines were
published at 67 FR 62446 (October 7,
2002). Western has reviewed today’s
notice under the OMB and DOE
guidelines and has concluded that it is
consistent with applicable policies in
those guidelines.
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J. Review Under Executive Order 13211
Executive Order 13211, ‘‘Actions
Concerning Regulations That
Significantly Affect Energy Supply,
Distribution, or Use’’ (66 FR 28355, May
22, 2001), requires Federal agencies to
prepare and submit to the Office of
Information and Regulatory Affairs
(OIRA), Office of Management and
Budget, a Statement of Energy Effects for
any proposed significant energy action.
A ‘‘significant energy action’’ is defined
as: (1) Any action by an agency that
promulgated or is expected to lead to
promulgation of a final rule; (2) is a
significant regulatory action under
Executive Order 12866, or any successor
order; and (3) is likely to have a
significant adverse effect on the supply,
distribution, or use of energy, or is
designated by the Administrator of
OIRA as a significant energy action. For
any proposed significant energy action,
the agency must give a detailed
statement of any adverse effects on
energy supply, distribution, or use
should the proposal be implemented,
and of reasonable alternatives to the
action and their expected benefits on
energy supply, distribution, and use.
Today’s regulatory action is not a
significant energy action. Accordingly,
Western has not prepared a Statement of
Energy Effects.
III. Public Comment Procedures
Interested persons are invited to
participate by submitting data, views, or
arguments with respect to the proposed
amendments to part 905 set forth in this
notice. Written comments should be
submitted to the address indicated in
the ADDRESSES section of this notice. All
brochures, studies, comments, letters,
memorandums, or other documents that
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Western initiates or uses to develop the
proposed regulation revisions are
available for inspection and copying at
Western’s Corporate Services Office in
Lakewood, Colorado. Many of these
documents and supporting information
are also available on Western’s Web site
located at https://www.wapa.gov.
Any information that a commenter
considers to be confidential must be so
identified and submitted in writing, one
copy only. Western reserves the right to
determine the appropriateness of
confidential status for the information
and to treat it in accordance with its
determination.
IV. Approval of the Office of the
Secretary
The Secretary of Energy has approved
the publication of today’s proposed rule.
List of Subjects in 10 CFR Part 905
Electric power, Electric utilities,
Energy, Energy conservation,
Hydroelectric power and utilities,
Reporting and recordkeeping
requirements.
Dated: August 6, 2007.
Timothy J. Meeks,
Administrator.
PART 905—ENERGY PLANNING AND
MANAGEMENT PROGRAM
1. The authority citation is revised to
read as follows:
Authority: 42 U.S.C. 7152, 7191; 42 U.S.C.
7275–7276c.
[Amended]
2. Section 905.11(b)(4)(i) is amended
by removing ‘‘and each MBA member
(such as a board of directors or city
council)’’; and by removing ‘‘included
or referred to in the IRP’’.
3. Section 905.12 is amended by
adding paragraph (b)(4) to read as
follows:
§ 905.12
How must IRPs be submitted?
(b) * * *
(4) Customers may work together to
develop and submit regional IRPs.
Customers who wish to submit regional
IRPs must first obtain approval by
Western to do so. Regional IRPs must be
approved individually by each
participating customer prior to
submittal of the IRP to Western.
*
*
*
*
*
4. Section 905.23 is revised to read as
follows:
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IRPs, small customer plans, minimum
investment reports, public benefits
reports, and EE/RE reports and
associated data submitted to Western
are subject to the Freedom of
Information Act (FOIA) and may be
made available to the public upon
request. Customers may request
confidential treatment of all or part of a
submitted document under applicable
FOIA exemptions. Western’s FOIA
Officer will make his/her own
determination whether particular
information is exempt from public
access. Western will not disclose to the
public information it has determined to
be exempt from disclosure under FOIA.
Western will make customer IRPs
available to the public, such as through
posting them on Western’s external Web
site, subject to the same confidentiality
determinations made in response to
FOIA requests.
[FR Doc. E7–16477 Filed 8–20–07; 8:45 am]
BILLING CODE 6450–01–P
DEPARTMENT OF TRANSPORTATION
For the reasons set forth in the
supplementary information section, 10
CFR part 905 is proposed to be amended
as set forth below.
§ 905.11
§ 905.23 What are the opportunities for
using the Freedom of Information Act to
request data?
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–29030; Directorate
Identifier 2006–NM–284–AD]
RIN 2120–AA64
Airworthiness Directives; Fokker
Model F.28 Mark 0070, 0100, 1000,
2000, 3000, and 4000 Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
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:
Subsequent to accidents involving Fuel
Tank System explosions in flight * * * and
on ground, * * * Special Federal Aviation
Regulation 88 (SFAR88) * * * required a
safety review of the aircraft Fuel Tank
System * * *.
*
*
*
*
*
Fuel Airworthiness Limitations are items
arising from a systems safety analysis that
have been shown to have failure mode(s)
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Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Proposed Rules
associated with an ‘‘unsafe condition’’ * * *.
These are identified in Failure Conditions for
which an unacceptable probability of ignition
risk could exist if specific tasks and/or
practices are not performed in accordance
with the manufacturers’ requirements.
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 20,
2007.
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.
ADDRESSES:
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, FAA,
Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington
98057–3356; telephone (425) 227–1137;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
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Streamlined Issuance of AD
The FAA is implementing a new
process for streamlining the issuance of
ADs related to MCAI. This streamlined
process will allow us to adopt MCAI
safety requirements in a more efficient
manner and will reduce safety risks to
the public. This process continues to
follow all FAA AD issuance processes to
meet legal, economic, Administrative
Procedure Act, and Federal Register
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requirements. We also continue to meet
our technical decision-making
responsibilities to identify and correct
unsafe conditions on U.S.-certificated
products.
This proposed AD references the
MCAI and related service information
that we considered in forming the
engineering basis to correct the unsafe
condition. The proposed AD contains
text copied from the MCAI and for this
reason might not follow our plain
language principles.
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–2007–29030; Directorate Identifier
2006–NM–284–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 European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2006–0206,
dated June 11, 2006, and EASA
Airworthiness Directive 2006–0208,
dated July 12, 2006 (referred to after this
as ‘‘the MCAI’’), to correct an unsafe
condition for the specified products.
The MCAI states:
Subsequent to accidents involving Fuel
Tank System explosions in flight * * * and
on ground, the FAA published Special
Federal Aviation Regulation 88 (SFAR 88) in
June 2001. SFAR 88 required a safety review
of the aircraft Fuel Tank System to determine
that the design meets the requirements of
FAR (Federal Aviation Regulation) § 25.901
and § 25.981(a) and (b).
A similar regulation has been
recommended by the JAA (Joint Aviation
Authorities) to the European National
Aviation Authorities in JAA letter 04/00/02/
07/03–L024 of 3 February 2003. The review
was requested to be mandated by NAA’s
(National Aviation Authorities) using JAR
(Joint Aviation Regulation) § 25.901(c),
§ 25.1309.
In August 2005 EASA published a policy
statement on the process for developing
instructions for maintenance and inspection
of Fuel Tank System ignition source
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prevention (EASA D 2005/CPRO, https://
www.easa.eu.int/home/
cert_policy_statements_en.html) that also
included the EASA expectations with regard
to compliance times of the corrective actions
on the unsafe and the not unsafe part of the
harmonised design review results. On a
global scale the TC (type certificate) holders
committed themselves to the EASA
published compliance dates (see EASA
policy statement). The EASA policy
statement has been revised in March 2006:
The date of 31–12–2005 for the unsafe related
actions has now been set at 01–07–2006.
Fuel Airworthiness Limitations are items
arising from a systems safety analysis that
have been shown to have failure mode(s)
associated with an ‘‘unsafe condition’’ as
defined in FAA’s memo 2003–112–15 ‘‘SFAR
88—Mandatory Action Decision Criteria’’.
These are identified in Failure Conditions for
which an unacceptable probability of ignition
risk could exist if specific tasks and/or
practices are not performed in accordance
with the manufacturers’ requirements.
This EASA Airworthiness Directive
mandates the Fuel System Airworthiness
Limitations, comprising maintenance/
inspection tasks and Critical Design
Configuration Control Limitations (CDCCL)
for the type of aircraft, that resulted from the
design reviews and the JAA recommendation
and EASA policy statement mentioned
above.
The corrective action includes
revising the Airworthiness Limitations
Section of the Instructions for
Continued Airworthiness for certain
airplanes, and the FAA-approved
maintenance program for certain other
airplanes, to incorporate new
limitations for fuel tank systems. You
may obtain further information by
examining the MCAI in the AD docket.
The FAA has examined the
underlying safety issues involved in fuel
tank explosions on several large
transport airplanes, including the
adequacy of existing regulations, the
service history of airplanes subject to
those regulations, and existing
maintenance practices for fuel tank
systems. As a result of those findings,
we issued a regulation titled ‘‘Transport
Airplane Fuel Tank System Design
Review, Flammability Reduction and
Maintenance and Inspection
Requirements’’ (66 FR 23086, May 7,
2001). In addition to new airworthiness
standards for transport airplanes and
new maintenance requirements, this
rule included Special Federal Aviation
Regulation No. 88 (‘‘SFAR 88,’’
Amendment 21–78, and subsequent
Amendments 21–82 and 21–83).
Among other actions, SFAR 88
requires certain type design (i.e., type
certificate (TC) and supplemental type
certificate (STC)) holders to substantiate
that their fuel tank systems can prevent
ignition sources in the fuel tanks. This
requirement applies to type design
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Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Proposed Rules
holders for large turbine-powered
transport airplanes and for subsequent
modifications to those airplanes. It
requires them to perform design reviews
and to develop design changes and
maintenance procedures if their designs
do not meet the new fuel tank safety
standards. As explained in the preamble
to the rule, we intended to adopt
airworthiness directives to mandate any
changes found necessary to address
unsafe conditions identified as a result
of these reviews.
In evaluating these design reviews, we
have established four criteria intended
to define the unsafe conditions
associated with fuel tank systems that
require corrective actions. The
percentage of operating time during
which fuel tanks are exposed to
flammable conditions is one of these
criteria. The other three criteria address
the failure types under evaluation:
single failures, single failures in
combination with a latent condition(s),
and in-service failure experience. For all
four criteria, the evaluations included
consideration of previous actions taken
that may mitigate the need for further
action.
The Joint Aviation Authorities (JAA)
has issued a regulation that is similar to
SFAR 88. (The JAA is an associated
body of the European Civil Aviation
Conference (ECAC) representing the
civil aviation regulatory authorities of a
number of European States who have
agreed to co-operate in developing and
implementing common safety regulatory
standards and procedures.) Under this
regulation, the JAA stated that all
members of the ECAC that hold type
certificates for transport category
airplanes are required to conduct a
design review against explosion risks.
We have determined that the actions
identified in this AD are necessary to
reduce the potential of ignition sources
inside fuel tanks, which, in combination
with flammable fuel vapors, could result
in fuel tank explosions and consequent
loss of the airplane.
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Relevant Service Information
Fokker Services B.V. has issued
Fokker Service Bulletin F28/28–050,
dated June 30, 2006; and Fokker 70/100
Fuel Airworthiness Limitation Items
(ALI) and Critical Design Configuration
Control Limitations (CDCCL) Report SE–
672, Issue 1, dated January 31, 2006.
The actions described in this service
information are intended to correct the
unsafe condition identified in the
MCAI.
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Jkt 211001
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 18 products of U.S. registry.
We also estimate that it would take
about 1 work-hour per product to
comply with the basic requirements of
this proposed AD. The average labor
rate is $80 per work-hour. Based on
these figures, we estimate the cost of the
proposed AD on U.S. operators to be
$1,440, or $80 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
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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.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
Fokker Services B.V.: Docket No. FAA–
2007–29030; Directorate Identifier 2006–
NM–284–AD.
Comments Due Date
(a) We must receive comments by
September 20, 2007.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Fokker Model F.28
Mark 0070 and 0100 airplanes, all serial
numbers, certificated in any category; and
Model F.28 Mark 1000, 2000, 3000, and 4000
airplanes, serial numbers 11003 through
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Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Proposed Rules
11241, 11991 and 11992, certificated in any
category.
Note 1: This AD requires revisions to
certain operator maintenance documents to
include new inspections. Compliance with
these inspections is required by 14 CFR
91.403(c). For airplanes that have been
previously modified, altered, or repaired in
the areas addressed by these inspections, the
operator may not be able to accomplish the
inspections described in the revisions. In this
situation, to comply with 14 CFR 91.403(c),
the operator must request approval for an
alternative method of compliance according
to paragraph (g) of this AD. The request
should include a description of changes to
the required inspections that will ensure the
continued damage tolerance of the affected
structure. The FAA has provided guidance
for this determination in Advisory Circular
(AC) 25.1529–1.
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Subject
(d) Transport Association (ATA) of
America Code 28: Fuel.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
Subsequent to accidents involving Fuel
Tank System explosions in flight * * * and
on ground, the FAA published Special
Federal Aviation Regulation 88 (SFAR 88) in
June 2001. SFAR 88 required a safety review
of the aircraft Fuel Tank System to determine
that the design meets the requirements of
FAR (Federal Aviation Regulation) § 25.901
and § 25.981(a) and (b).
A similar regulation has been
recommended by the JAA (Joint Aviation
Authorities) to the European National
Aviation Authorities in JAA letter 04/00/02/
07/03–L024 of 3 February 2003. The review
was requested to be mandated by NAA’s
(National Aviation Authorities) using JAR
(Joint Aviation Regulation) § 25.901(c),
§ 25.1309.
In August 2005 EASA published a policy
statement on the process for developing
instructions for maintenance and inspection
of Fuel Tank System ignition source
prevention (EASA D 2005/CPRO, https://
www.easa.eu.int/home/
cert_policy_statements_en.html) that also
included the EASA expectations with regard
to compliance times of the corrective actions
on the unsafe and the not unsafe part of the
harmonised design review results. On a
global scale the TC (type certificate) holders
committed themselves to the EASA
published compliance dates (see EASA
policy statement). The EASA policy
statement has been revised in March 2006:
the date of 31–12–2005 for the unsafe related
actions has now been set at 01–07–2006.
Fuel Airworthiness Limitations are items
arising from a systems safety analysis that
have been shown to have failure mode(s)
associated with an ‘unsafe condition’ as
defined in FAA’s memo 2003–112–15 ‘SFAR
88—Mandatory Action Decision Criteria’.
These are identified in Failure Conditions for
which an unacceptable probability of ignition
risk could exist if specific tasks and/or
practices are not performed in accordance
with the manufacturers’ requirements.
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15:07 Aug 20, 2007
Jkt 211001
This EASA Airworthiness Directive
mandates the Fuel System Airworthiness
Limitations, comprising maintenance/
inspection tasks and Critical Design
Configuration Control Limitations (CDCCL)
for the type of aircraft, that resulted from the
design reviews and the JAA recommendation
and EASA policy statement mentioned
above.
The corrective action includes revising the
Airworthiness Limitations Section of the
Instructions for Continued Airworthiness for
certain airplanes, and the FAA-approved
maintenance program for certain other
airplanes, to incorporate new limitations for
fuel tank systems.
Actions and Compliance
(f) Unless already done, do the following
actions.
(1) Within 3 months after the effective date
of this AD, do the action in paragraph (f)(1)(i)
or (f)(1)(ii) of this AD, as applicable. For all
identified tasks, the initial compliance time
starts from the effective date of this AD. The
repetitive inspections must be accomplished
thereafter at the intervals not to exceed those
specified in Fokker 70/100 Fuel
Airworthiness Limitation Items (ALI) and
Critical Design Configuration Control
Limitations (CDCCL) Report SE–672, Issue 1,
dated January 31, 2006; or Fokker Service
Bulletin F28/28–050, dated June 30, 2006; as
applicable; except as provided by paragraph
(f)(3) of this AD.
(i) For Model F.28 Mark 0070 and 0100
airplanes, revise the Airworthiness
Limitations Section (ALS) of the Instructions
for Continued Airworthiness to incorporate
the limits specified in Fokker 70/100 Fuel
Airworthiness Limitation Items (ALI) and
Critical Design Configuration Control
Limitations (CDCCL) Report SE–672, Issue 1,
dated January 31, 2006; or Fokker Service
Bulletin F28/28–050, dated June 30, 2006; as
applicable.
(ii) For Model F.28 Mark 1000, 2000, 3000,
and 4000 airplanes, incorporate into the
FAA-approved maintenance inspection
program the limits specified in Fokker 70/
100 Fuel Airworthiness Limitation Items
(ALI) and Critical Design Configuration
Control Limitations (CDCCL) Report SE–672,
Issue 1, dated January 31, 2006; or Fokker
Service Bulletin F28/28–050, dated June 30,
2006.
(2) Within 3 months after the effective date
of this AD, do the action in paragraph (f)(2)(i)
or (f)(2)(ii) of this AD, as applicable.
(i) For Model F.28 Mark 0070 and 0100
airplanes, revise the Airworthiness
Limitations Section (ALS) of the Instructions
for Continued Airworthiness to incorporate
the CDCCLs as defined in Fokker 70/100 Fuel
Airworthiness Limitation Items (ALI) and
Critical Design Configuration Control
Limitations (CDCCLs) Report SE–672, Issue
1, dated January 31, 2006; or Fokker Service
Bulletin F28/28–050, dated June 30, 2006.
(ii) For Model F.28 Mark 1000, 2000, 3000,
and 4000 airplanes, incorporate into the
FAA-approved maintenance inspection
program the CDCCLs as defined in Fokker
70/100 Fuel Airworthiness Limitation Items
(ALI) and Critical Design Configuration
Control Limitations (CDCCLs) Report SE–
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46575
672, Issue 1, dated January 31, 2006; or
Fokker Service Bulletin F28/28–050, dated
June 30, 2006.
(3) Where Fokker 70/100 Fuel
Airworthiness Limitation Items (ALI) and
Critical Design Configuration Control
Limitations (CDCCLs) Report SE–672, Issue
1, dated January 31, 2006; and Fokker Service
Bulletin F28/28–050, dated June 30, 2006;
allow for exceptional short-term extensions,
an exception is acceptable to the FAA if it
is approved by the appropriate principal
inspector in the FAA Flight Standards
Certificate Holding District Office.
(4) Except as provided by paragraph (g)(1)
of this AD: After accomplishing the actions
specified in paragraphs (f)(1) and (f)(2) of this
AD, no alternative inspection, inspection
intervals, or CDCCLs may be used.
Note 2: For Model F.28 Mark 1000, 2000,
3000, and 4000 airplanes, after an operator
complies with the requirements of
paragraphs (f)(1)(ii) and (f)(2)(ii) of this AD,
those paragraphs do not require that
operators subsequently record
accomplishment of those requirements each
time an applicable action is accomplished
according to that operator’s FAA-approved
maintenance inspection program.
FAA AD Differences
Note 3: This AD differs from the MCAI
and/or service information as follows: No
differences.
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, 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, FAA, Transport Airplane
Directorate, 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 European Aviation
Safety Agency (EASA) Airworthiness
Directive 2006–0206, dated June 11, 2006;
EASA Airworthiness Directive 2006–0208,
E:\FR\FM\21AUP1.SGM
21AUP1
46576
Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Proposed Rules
dated July 12, 2006; Fokker 70/100 Fuel
Airworthiness Limitation Items (ALI) and
Critical Design Configuration Control
Limitations (CDCCL) Report SE–672, Issue 1,
dated January 31, 2006; and Fokker Service
Bulletin F28/28–050, dated June 30, 2006; for
related information.
Issued in Renton, Washington, on August
14, 2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E7–16426 Filed 8–20–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–22623; Directorate
Identifier 2004–NM–80–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 767 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
rmajette on PROD1PC64 with PROPOSALS
AGENCY:
SUMMARY: The FAA is revising an earlier
proposed airworthiness directive (AD)
for all Boeing Model 767 airplanes. The
original NPRM would have required the
following actions for the drive
mechanism of the horizontal stabilizer:
Repetitive detailed inspections for
discrepancies and loose ball bearings;
repetitive lubrication of the ballnut and
ballscrew; repetitive measurements of
the freeplay between the ballnut and the
ballscrew; and corrective action if
necessary. The original NPRM resulted
from a report of extensive corrosion of
a ballscrew in the drive mechanism of
the horizontal stabilizer on a similar
airplane model. This action revises the
original NPRM by including additional
initial and repetitive inspections of the
ballscrew-to-ballnut freeplay for certain
airplanes, and adding a new compliance
time for those inspections. We are
proposing this supplemental NPRM to
prevent an undetected failure of the
primary load path for the ballscrew in
the drive mechanism of the horizontal
stabilizer and subsequent wear and
failure of the secondary load path,
which could lead to loss of control of
the horizontal stabilizer and consequent
loss of control of the airplane.
DATES: We must receive comments on
this supplemental NPRM by September
17, 2007.
VerDate Aug<31>2005
15:07 Aug 20, 2007
Jkt 211001
Use one of the following
addresses to submit comments on this
supplemental NPRM.
• 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.
• 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.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this proposed
AD.
FOR FURTHER INFORMATION CONTACT:
Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Branch, ANM–
130S, FAA, Seattle Airplane
Certification Office, 1601 Lind Avenue,
SW., Renton, Washington 98057–3356;
telephone (425) 917–6490; fax (425)
917–6590.
SUPPLEMENTARY INFORMATION:
You may review the DOT’s complete
Privacy Act Statement in the Federal
Register published on April 11, 2000
(65 FR 19477–78), or you may visit
https://dms.dot.gov.
Comments Invited
Actions Since Original NPRM Was
Issued
Since we issued the original NPRM,
Boeing has revised certain service
information to add initial and repetitive
inspections of the ballscrew-to-ballnut
freeplay for certain airplanes, and to add
a new compliance time for those
inspections.
ADDRESSES:
We invite you to submit any relevant
written data, views, or arguments
regarding this supplemental NPRM.
Send your comments to an address
listed in the ADDRESSES section. Include
the docket number ‘‘Docket No. FAA–
2005–22623; Directorate Identifier
2004–NM–80–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this supplemental NPRM. We
will consider all comments received by
the closing date and may amend this
supplemental NPRM in light of those
comments.
We will post all comments submitted,
without change, to https://dms.dot.gov,
including any personal information you
provide. We will also post a report
summarizing each substantive verbal
contact with FAA personnel concerning
this supplemental NPRM. Using the
search function of that web site, anyone
can find and read the comments in any
of our dockets, including the name of
the individual who sent the comment
(or signed the comment on behalf of an
association, business, labor union, etc.).
PO 00000
Frm 00008
Fmt 4702
Sfmt 4702
Examining the 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 Docket Operations office (telephone
(800) 647–5527) is located on the
ground floor of the West Building at the
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System receives them.
Discussion
We proposed to amend 14 CFR part
39 with a notice of proposed rulemaking
(NPRM) for an AD (the ‘‘original
NPRM’’) for all Boeing Model 767
airplanes. The original NPRM was
published in the Federal Register on
October 7, 2005 (70 FR 58620). The
original NPRM proposed to require the
following actions for the drive
mechanism of the horizontal stabilizer:
Repetitive detailed inspections for
discrepancies and loose ball bearings;
repetitive lubrication of the ballnut and
ballscrew; repetitive measurements of
the freeplay between the ballnut and the
ballscrew; and corrective action if
necessary.
Relevant Service Information
We have reviewed the following
service bulletins:
• Boeing Service Bulletin 767–
27A0194, Revision 2, dated July 13,
2006 (for Model 767–200, –300, and
–300F series airplanes); and
• Boeing Service Bulletin 767–
27A0195, Revision 2, dated July 13,
2006 (for Model 767–400ER series
airplanes).
The procedures in Revision 2 of the
service bulletins are essentially the
same as those in Revision 1 of the
service bulletins, both dated July 21,
2005 (which were referenced in the
NPRM as the appropriate sources of
service information for accomplishing
the specified actions); except Revision 2
includes additional requirements for
E:\FR\FM\21AUP1.SGM
21AUP1
]]>Agencies
[Federal Register Volume 72, Number 161 (Tuesday, August 21, 2007)]
[Proposed Rules]
[Pages 46572-46576]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-16426]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-29030; Directorate Identifier 2006-NM-284-AD]
RIN 2120-AA64
Airworthiness Directives; Fokker Model F.28 Mark 0070, 0100,
1000, 2000, 3000, and 4000 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:
Subsequent to accidents involving Fuel Tank System explosions in
flight * * * and on ground, * * * Special Federal Aviation
Regulation 88 (SFAR88) * * * required a safety review of the
aircraft Fuel Tank System * * *.
* * * * *
Fuel Airworthiness Limitations are items arising from a systems
safety analysis that have been shown to have failure mode(s)
[[Page 46573]]
associated with an ``unsafe condition'' * * *. These are identified
in Failure Conditions for which an unacceptable probability of
ignition risk could exist if specific tasks and/or practices are not
performed in accordance with the manufacturers' requirements.
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 20,
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, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-1137; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Streamlined Issuance of AD
The FAA is implementing a new process for streamlining the issuance
of ADs related to MCAI. This streamlined process will allow us to adopt
MCAI safety requirements in a more efficient manner and will reduce
safety risks to the public. This process continues to follow all FAA AD
issuance processes to meet legal, economic, Administrative Procedure
Act, and Federal Register requirements. We also continue to meet our
technical decision-making responsibilities to identify and correct
unsafe conditions on U.S.-certificated products.
This proposed AD references the MCAI and related service
information that we considered in forming the engineering basis to
correct the unsafe condition. The proposed AD contains text copied from
the MCAI and for this reason might not follow our plain language
principles.
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-
29030; Directorate Identifier 2006-NM-284-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 European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, has issued EASA
Airworthiness Directive 2006-0206, dated June 11, 2006, and EASA
Airworthiness Directive 2006-0208, dated July 12, 2006 (referred to
after this as ``the MCAI''), to correct an unsafe condition for the
specified products. The MCAI states:
Subsequent to accidents involving Fuel Tank System explosions in
flight * * * and on ground, the FAA published Special Federal
Aviation Regulation 88 (SFAR 88) in June 2001. SFAR 88 required a
safety review of the aircraft Fuel Tank System to determine that the
design meets the requirements of FAR (Federal Aviation Regulation)
Sec. 25.901 and Sec. 25.981(a) and (b).
A similar regulation has been recommended by the JAA (Joint
Aviation Authorities) to the European National Aviation Authorities
in JAA letter 04/00/02/07/03-L024 of 3 February 2003. The review was
requested to be mandated by NAA's (National Aviation Authorities)
using JAR (Joint Aviation Regulation) Sec. 25.901(c), Sec.
25.1309.
In August 2005 EASA published a policy statement on the process
for developing instructions for maintenance and inspection of Fuel
Tank System ignition source prevention (EASA D 2005/CPRO, https://
www.easa.eu.int/home/cert--policy--statements--en.html) that also
included the EASA expectations with regard to compliance times of
the corrective actions on the unsafe and the not unsafe part of the
harmonised design review results. On a global scale the TC (type
certificate) holders committed themselves to the EASA published
compliance dates (see EASA policy statement). The EASA policy
statement has been revised in March 2006: The date of 31-12-2005 for
the unsafe related actions has now been set at 01-07-2006.
Fuel Airworthiness Limitations are items arising from a systems
safety analysis that have been shown to have failure mode(s)
associated with an ``unsafe condition'' as defined in FAA's memo
2003-112-15 ``SFAR 88--Mandatory Action Decision Criteria''. These
are identified in Failure Conditions for which an unacceptable
probability of ignition risk could exist if specific tasks and/or
practices are not performed in accordance with the manufacturers'
requirements.
This EASA Airworthiness Directive mandates the Fuel System
Airworthiness Limitations, comprising maintenance/inspection tasks
and Critical Design Configuration Control Limitations (CDCCL) for
the type of aircraft, that resulted from the design reviews and the
JAA recommendation and EASA policy statement mentioned above.
The corrective action includes revising the Airworthiness
Limitations Section of the Instructions for Continued Airworthiness for
certain airplanes, and the FAA-approved maintenance program for certain
other airplanes, to incorporate new limitations for fuel tank systems.
You may obtain further information by examining the MCAI in the AD
docket.
The FAA has examined the underlying safety issues involved in fuel
tank explosions on several large transport airplanes, including the
adequacy of existing regulations, the service history of airplanes
subject to those regulations, and existing maintenance practices for
fuel tank systems. As a result of those findings, we issued a
regulation titled ``Transport Airplane Fuel Tank System Design Review,
Flammability Reduction and Maintenance and Inspection Requirements''
(66 FR 23086, May 7, 2001). In addition to new airworthiness standards
for transport airplanes and new maintenance requirements, this rule
included Special Federal Aviation Regulation No. 88 (``SFAR 88,''
Amendment 21-78, and subsequent Amendments 21-82 and 21-83).
Among other actions, SFAR 88 requires certain type design (i.e.,
type certificate (TC) and supplemental type certificate (STC)) holders
to substantiate that their fuel tank systems can prevent ignition
sources in the fuel tanks. This requirement applies to type design
[[Page 46574]]
holders for large turbine-powered transport airplanes and for
subsequent modifications to those airplanes. It requires them to
perform design reviews and to develop design changes and maintenance
procedures if their designs do not meet the new fuel tank safety
standards. As explained in the preamble to the rule, we intended to
adopt airworthiness directives to mandate any changes found necessary
to address unsafe conditions identified as a result of these reviews.
In evaluating these design reviews, we have established four
criteria intended to define the unsafe conditions associated with fuel
tank systems that require corrective actions. The percentage of
operating time during which fuel tanks are exposed to flammable
conditions is one of these criteria. The other three criteria address
the failure types under evaluation: single failures, single failures in
combination with a latent condition(s), and in-service failure
experience. For all four criteria, the evaluations included
consideration of previous actions taken that may mitigate the need for
further action.
The Joint Aviation Authorities (JAA) has issued a regulation that
is similar to SFAR 88. (The JAA is an associated body of the European
Civil Aviation Conference (ECAC) representing the civil aviation
regulatory authorities of a number of European States who have agreed
to co-operate in developing and implementing common safety regulatory
standards and procedures.) Under this regulation, the JAA stated that
all members of the ECAC that hold type certificates for transport
category airplanes are required to conduct a design review against
explosion risks.
We have determined that the actions identified in this AD are
necessary to reduce the potential of ignition sources inside fuel
tanks, which, in combination with flammable fuel vapors, could result
in fuel tank explosions and consequent loss of the airplane.
Relevant Service Information
Fokker Services B.V. has issued Fokker Service Bulletin F28/28-050,
dated June 30, 2006; and Fokker 70/100 Fuel Airworthiness Limitation
Items (ALI) and Critical Design Configuration Control Limitations
(CDCCL) Report SE-672, Issue 1, dated January 31, 2006. 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 18 products of U.S. registry. We also estimate that
it would take about 1 work-hour per product to comply with the basic
requirements of this proposed AD. The average labor rate is $80 per
work-hour. Based on these figures, we estimate the cost of the proposed
AD on U.S. operators to be $1,440, or $80 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-2007-29030; Directorate
Identifier 2006-NM-284-AD.
Comments Due Date
(a) We must receive comments by September 20, 2007.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Fokker Model F.28 Mark 0070 and 0100
airplanes, all serial numbers, certificated in any category; and
Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes, serial numbers
11003 through
[[Page 46575]]
11241, 11991 and 11992, certificated in any category.
Note 1: This AD requires revisions to certain operator
maintenance documents to include new inspections. Compliance with
these inspections is required by 14 CFR 91.403(c). For airplanes
that have been previously modified, altered, or repaired in the
areas addressed by these inspections, the operator may not be able
to accomplish the inspections described in the revisions. In this
situation, to comply with 14 CFR 91.403(c), the operator must
request approval for an alternative method of compliance according
to paragraph (g) of this AD. The request should include a
description of changes to the required inspections that will ensure
the continued damage tolerance of the affected structure. The FAA
has provided guidance for this determination in Advisory Circular
(AC) 25.1529-1.
Subject
(d) Transport Association (ATA) of America Code 28: Fuel.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
Subsequent to accidents involving Fuel Tank System explosions in
flight * * * and on ground, the FAA published Special Federal
Aviation Regulation 88 (SFAR 88) in June 2001. SFAR 88 required a
safety review of the aircraft Fuel Tank System to determine that the
design meets the requirements of FAR (Federal Aviation Regulation)
Sec. 25.901 and Sec. 25.981(a) and (b).
A similar regulation has been recommended by the JAA (Joint
Aviation Authorities) to the European National Aviation Authorities
in JAA letter 04/00/02/07/03-L024 of 3 February 2003. The review was
requested to be mandated by NAA's (National Aviation Authorities)
using JAR (Joint Aviation Regulation) Sec. 25.901(c), Sec.
25.1309.
In August 2005 EASA published a policy statement on the process
for developing instructions for maintenance and inspection of Fuel
Tank System ignition source prevention (EASA D 2005/CPRO, https://
www.easa.eu.int/home/cert--policy--statements--en.html) that also
included the EASA expectations with regard to compliance times of
the corrective actions on the unsafe and the not unsafe part of the
harmonised design review results. On a global scale the TC (type
certificate) holders committed themselves to the EASA published
compliance dates (see EASA policy statement). The EASA policy
statement has been revised in March 2006: the date of 31-12-2005 for
the unsafe related actions has now been set at 01-07-2006.
Fuel Airworthiness Limitations are items arising from a systems
safety analysis that have been shown to have failure mode(s)
associated with an `unsafe condition' as defined in FAA's memo 2003-
112-15 `SFAR 88--Mandatory Action Decision Criteria'. These are
identified in Failure Conditions for which an unacceptable
probability of ignition risk could exist if specific tasks and/or
practices are not performed in accordance with the manufacturers'
requirements.
This EASA Airworthiness Directive mandates the Fuel System
Airworthiness Limitations, comprising maintenance/inspection tasks
and Critical Design Configuration Control Limitations (CDCCL) for
the type of aircraft, that resulted from the design reviews and the
JAA recommendation and EASA policy statement mentioned above.
The corrective action includes revising the Airworthiness
Limitations Section of the Instructions for Continued Airworthiness
for certain airplanes, and the FAA-approved maintenance program for
certain other airplanes, to incorporate new limitations for fuel
tank systems.
Actions and Compliance
(f) Unless already done, do the following actions.
(1) Within 3 months after the effective date of this AD, do the
action in paragraph (f)(1)(i) or (f)(1)(ii) of this AD, as
applicable. For all identified tasks, the initial compliance time
starts from the effective date of this AD. The repetitive
inspections must be accomplished thereafter at the intervals not to
exceed those specified in Fokker 70/100 Fuel Airworthiness
Limitation Items (ALI) and Critical Design Configuration Control
Limitations (CDCCL) Report SE-672, Issue 1, dated January 31, 2006;
or Fokker Service Bulletin F28/28-050, dated June 30, 2006; as
applicable; except as provided by paragraph (f)(3) of this AD.
(i) For Model F.28 Mark 0070 and 0100 airplanes, revise the
Airworthiness Limitations Section (ALS) of the Instructions for
Continued Airworthiness to incorporate the limits specified in
Fokker 70/100 Fuel Airworthiness Limitation Items (ALI) and Critical
Design Configuration Control Limitations (CDCCL) Report SE-672,
Issue 1, dated January 31, 2006; or Fokker Service Bulletin F28/28-
050, dated June 30, 2006; as applicable.
(ii) For Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes,
incorporate into the FAA-approved maintenance inspection program the
limits specified in Fokker 70/100 Fuel Airworthiness Limitation
Items (ALI) and Critical Design Configuration Control Limitations
(CDCCL) Report SE-672, Issue 1, dated January 31, 2006; or Fokker
Service Bulletin F28/28-050, dated June 30, 2006.
(2) Within 3 months after the effective date of this AD, do the
action in paragraph (f)(2)(i) or (f)(2)(ii) of this AD, as
applicable.
(i) For Model F.28 Mark 0070 and 0100 airplanes, revise the
Airworthiness Limitations Section (ALS) of the Instructions for
Continued Airworthiness to incorporate the CDCCLs as defined in
Fokker 70/100 Fuel Airworthiness Limitation Items (ALI) and Critical
Design Configuration Control Limitations (CDCCLs) Report SE-672,
Issue 1, dated January 31, 2006; or Fokker Service Bulletin F28/28-
050, dated June 30, 2006.
(ii) For Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes,
incorporate into the FAA-approved maintenance inspection program the
CDCCLs as defined in Fokker 70/100 Fuel Airworthiness Limitation
Items (ALI) and Critical Design Configuration Control Limitations
(CDCCLs) Report SE-672, Issue 1, dated January 31, 2006; or Fokker
Service Bulletin F28/28-050, dated June 30, 2006.
(3) Where Fokker 70/100 Fuel Airworthiness Limitation Items
(ALI) and Critical Design Configuration Control Limitations (CDCCLs)
Report SE-672, Issue 1, dated January 31, 2006; and Fokker Service
Bulletin F28/28-050, dated June 30, 2006; allow for exceptional
short-term extensions, an exception is acceptable to the FAA if it
is approved by the appropriate principal inspector in the FAA Flight
Standards Certificate Holding District Office.
(4) Except as provided by paragraph (g)(1) of this AD: After
accomplishing the actions specified in paragraphs (f)(1) and (f)(2)
of this AD, no alternative inspection, inspection intervals, or
CDCCLs may be used.
Note 2: For Model F.28 Mark 1000, 2000, 3000, and 4000
airplanes, after an operator complies with the requirements of
paragraphs (f)(1)(ii) and (f)(2)(ii) of this AD, those paragraphs do
not require that operators subsequently record accomplishment of
those requirements each time an applicable action is accomplished
according to that operator's FAA-approved maintenance inspection
program.
FAA AD Differences
Note 3: This AD differs from the MCAI and/or service information
as follows: No differences.
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, 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, FAA, Transport Airplane Directorate,
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 European Aviation Safety Agency (EASA)
Airworthiness Directive 2006-0206, dated June 11, 2006; EASA
Airworthiness Directive 2006-0208,
[[Page 46576]]
dated July 12, 2006; Fokker 70/100 Fuel Airworthiness Limitation
Items (ALI) and Critical Design Configuration Control Limitations
(CDCCL) Report SE-672, Issue 1, dated January 31, 2006; and Fokker
Service Bulletin F28/28-050, dated June 30, 2006; for related
information.
Issued in Renton, Washington, on August 14, 2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-16426 Filed 8-20-07; 8:45 am]
BILLING CODE 4910-13-P
