Airworthiness Directives; Fokker F.28 Mark 0070 and Mark 0100 Airplanes, 11366-11369 [E8-3971]
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Federal Register / Vol. 73, No. 42 / Monday, March 3, 2008 / Proposed Rules
Airbus Service Bulletin A330–53–3152,
dated April 10, 2007. Do all applicable
corrective actions before further flight.
(i) Prior to the compliance time shown in
Table 1 of this AD after the first flight of the
airplane, depending on airplane
configuration.
TABLE 1.—COMPLIANCE TIMES FOR MODEL A330 SERIES AIRPLANES WITH MODIFICATION 45012 EMBODIED
Airplane configuration
Threshold
Pre-modification 48827 (WV20 to WV27) ................................................
Post-modification 48827 (WV50 to WV56) ..............................................
25,400 total flight cycles.
17,100 total flight cycles or 94,700 total flight hours, whichever occurs
first.
(ii) Within 90 days after the effective date
of this AD.
(2) For Airbus Model A330–200 and A340–
300 series airplanes as identified in
paragraph (c) of this AD, on which
Modification 45012 has not been embodied
in production: At the later of the compliance
times specified in paragraphs (f)(2)(i) and
(f)(2)(ii) of this AD, modify the upper shell
structure of the fuselage in accordance with
the Accomplishment Instructions of Airbus
Service Bulletin A330–53–3157 or Service
Bulletin A340–53–4163, as applicable, both
dated July 5, 2006.
(i) Prior to the compliance time shown in
Table 2 of this AD after the first flight of the
airplane.
TABLE 2.—COMPLIANCE TIMES FOR
MODEL A330–200 AND A340–300
SERIES AIRPLANES WITHOUT MODIFICATION 45012 EMBODIED
Airplane
series
A330–200 .....
A340–300 .....
Threshold
6,600 total flight cycles.
14,000 total flight cycles.
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 EASA Airworthiness
Directive 2007–0269R1, dated October 15,
2007, Airbus Service Bulletin A330–53–3152,
dated April 10, 2007; Airbus Service Bulletin
A330–53–3157, dated July 5, 2006; and
Airbus Service Bulletin A340–53–4163,
dated July 5, 2006; for related information.
Issued in Renton, Washington, on February
25, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–3969 Filed 2–29–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
FAA AD Differences
Federal Aviation Administration
Note: This AD differs from the MCAI and/
or service information as follows: No
differences.
rmajette on PROD1PC64 with PROPOSALS
(ii) Within 90 days after the effective date
of this AD.
14 CFR Part 39
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: Vladimir
Ulyanov, Aerospace Engineer, International
Branch, ANM–116, Transport Airplane
Directorate, FAA, 1601 Lind Avenue, SW.,
Renton, Washington 98057–3356; telephone
(425) 227–1138; 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-
VerDate Aug<31>2005
14:20 Feb 29, 2008
Jkt 214001
[Docket No. FAA–2008–0231; Directorate
Identifier 2007–NM–218–AD]
RIN 2120–AA64
Airworthiness Directives; Fokker F.28
Mark 0070 and Mark 0100 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:
To date, there have been at least 10
reported events on Fokker 70 (F28 Mark
PO 00000
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Sfmt 4702
0070) and Fokker 100 (F28 Mark 0100)
aircraft where the flight crew manually
overpowered the autopilot, inadvertently
neglecting to disengage the autopilot. * * *
When the autopilot is not disengaged, the
elevator servomotor is overpowered and the
horizontal stabilizer is moved by the
Automatic Flight Control & Augmentation
System (AFCAS) auto-trim in a direction
opposite to the (manual) deflection of the
elevator, causing high elevator control forces.
This condition, if not corrected, could cause
the stabilizer to move to an extreme out-oftrim position, creating the (remote)
possibility of loss of control of the aircraft,
due to the extreme control loads.
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 April 2, 2008.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• 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: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–40, 1200 New Jersey Avenue, SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.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,
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11367
Federal Register / Vol. 73, No. 42 / Monday, March 3, 2008 / Proposed Rules
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–2008–0231; Directorate Identifier
2007–NM–218–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://
www.regulations.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–2006–010, dated July 14,
2006 (referred to after this as ‘‘the
MCAI’’), to correct an unsafe condition
for the specified products. The MCAI
states:
To date, there have been at least 10
reported events on Fokker 70 (F28 Mark
0070) and Fokker 100 (F28 Mark 0100)
aircraft where the flight crew manually
overpowered the autopilot, inadvertently
neglecting to disengage the autopilot.
Detailed investigation of these incidents has
shown that this usually occurs in a high
workload environment that demands
immediate manual control of the aircraft by
the pilot flying, e.g., terrain warning. When
the autopilot is not disengaged, the elevator
servomotor is overpowered and the
horizontal stabilizer is moved by the
Automatic Flight Control & Augmentation
System (AFCAS) auto-trim in a direction
opposite to the (manual) deflection of the
elevator, causing high elevator control forces.
This condition, if not corrected, could cause
the stabilizer to move to an extreme out-oftrim position, creating the (remote)
possibility of loss of control of the aircraft,
due to the extreme control loads. In the
original design of AFCAS, operation of the
control wheel-mounted stabilizer trim
switches has no effect when the autopilot is
engaged. Based on the assumption that
stabilizer trim switches will be operated by
the pilot flying when encountering high
control forces, an Autopilot Disconnect Unit
has been developed that disconnects the
autopilot when the stabilizer trim switches
are operated. Since a potentially unsafe
condition has been identified that may exist
or develop on aircraft of this type design, this
Airworthiness Directive requires the
installation of Autopilot Disconnect Units
and associated wiring changes.
You may obtain further information
by examining the MCAI in the AD
docket.
Relevant Service Information
Fokker Services B.V. has issued
Fokker Service Bulletin SBF100–22–
050, dated April 25, 2006, including the
drawings listed in the following table.
The actions described in this service
information are intended to correct the
unsafe condition identified in the
MCAI.
DRAWINGS INCLUDED IN FOKKER SERVICE BULLETIN SBF100–27–050
Fokker drawing
W41501
W41501
W41501
W41501
W41501
W41501
W41504
W41504
W41504
W41504
W41504
W46140
W46140
W46143
W46143
W46144
W46144
W46912
W46930
W46930
W46932
W59140
W59140
W59140
Sheet
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rmajette on PROD1PC64 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
VerDate Aug<31>2005
14:20 Feb 29, 2008
Jkt 214001
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CQ ................................................................................
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E ...................................................................................
D ...................................................................................
GC ................................................................................
GB ................................................................................
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April 25, 2006.
April 25, 2006.
April 25, 2006.
April 25, 2006.
April 25, 2006.
April 25, 2006.
April 25, 2006.
April 25, 2006.
April 25, 2006.
April 25, 2006.
April 25, 2006.
March 5, 2002.
March 8, 2002.
February 26, 2002.
March 8, 2002.
March 4, 2002.
March 7, 2002.
March 12, 2002.
March 14, 2002.
March 14, 2002.
March 13, 2002.
February 8, 2006.
February 6, 2006.
February 6, 2006.
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.
PO 00000
Frm 00008
Fmt 4702
Sfmt 4702
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
E:\FR\FM\03MRP1.SGM
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Federal Register / Vol. 73, No. 42 / Monday, March 3, 2008 / Proposed Rules
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 12 products of U.S. registry.
We also estimate that it would take
about 27 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 $3,000 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
$61,920, or $5,160 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.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
Fokker Services B.V.: Docket No. FAA–
2008–0231; Directorate Identifier 2007–
NM–218–AD.
Comments Due Date
(a) We must receive comments by April 2,
2008.
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.
Subject
(d) Air Transport Association (ATA) of
America Code 22: Auto flight.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
To date, there have been at least 10
reported events on Fokker 70 (F28 Mark
0070) and Fokker 100 (F28 Mark 0100)
aircraft where the flight crew manually
overpowered the autopilot, inadvertently
neglecting to disengage the autopilot.
Detailed investigation of these incidents has
shown that this usually occurs in a high
workload environment that demands
immediate manual control of the aircraft by
the pilot flying, e.g. terrain warning. When
the autopilot is not disengaged, the elevator
servomotor is overpowered and the
horizontal stabilizer is moved by the
Automatic Flight Control & Augmentation
System (AFCAS) auto-trim in a direction
opposite to the (manual) deflection of the
elevator, causing high elevator control forces.
This condition, if not corrected, could cause
the stabilizer to move to an extreme out-oftrim position, creating the (remote)
possibility of loss of control of the aircraft,
due to the extreme control loads. In the
original design of AFCAS, operation of the
control wheel-mounted stabilizer trim
switches has no effect when the autopilot is
engaged. Based on the assumption that
stabilizer trim switches will be operated by
the pilot flying when encountering high
control forces, an Autopilot Disconnect Unit
has been developed that disconnects the
autopilot when the stabilizer trim switches
are operated. Since a potentially unsafe
condition has been identified that may exist
or develop on aircraft of this type design, this
Airworthiness Directive requires the
installation of Autopilot Disconnect Units
and associated wiring changes.
Actions and Compliance
(f) Within 36 months after the effective
date of this AD, unless already done, install
autopilot disconnect units and do associated
wiring changes in accordance with Section 3,
‘‘Accomplishment Instructions,’’ of Fokker
Service Bulletin SBF100–22–050, dated April
25, 2006, including the drawings listed in
Table 1 of this AD.
TABLE 1.—DRAWINGS INCLUDED IN FOKKER SERVICE BULLETIN SBF100–27–050
rmajette on PROD1PC64 with PROPOSALS
Fokker drawing
W41501
W41501
W41501
W41501
W41501
W41501
W41504
W41504
Sheet
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VerDate Aug<31>2005
14:20 Feb 29, 2008
Jkt 214001
PO 00000
Frm 00009
Issue
057
058
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009
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Date
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E:\FR\FM\03MRP1.SGM
03MRP1
April
April
April
April
April
April
April
April
25,
25,
25,
25,
25,
25,
25,
25,
2006.
2006.
2006.
2006.
2006.
2006.
2006.
2006.
11369
Federal Register / Vol. 73, No. 42 / Monday, March 3, 2008 / Proposed Rules
TABLE 1.—DRAWINGS INCLUDED IN FOKKER SERVICE BULLETIN SBF100–27–050—Continued
Fokker drawing
W41504
W41504
W41504
W46140
W46140
W46143
W46143
W46144
W46144
W46912
W46930
W46930
W46932
W59140
W59140
W59140
Sheet
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FAA AD Differences
Note: This AD differs from the MCAI and/
or service information as follows: No
differences.
Other FAA AD Provisions
rmajette on PROD1PC64 with PROPOSALS
(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, 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 FAAapproved 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–2006–010, dated July 14, 2006;
and Fokker Service Bulletin SBF100–22–050,
dated April 25, 2006, including the drawings
listed in Table 1 of this AD; for related
information.
VerDate Aug<31>2005
14:20 Feb 29, 2008
Jkt 214001
Issue
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012
013
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07
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Date
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April 25, 2006.
April 25, 2006.
April 25, 2006.
March 5, 2002.
March 8, 2002.
February 26, 2002.
March 8, 2002.
March 4, 2002.
March 7, 2002.
March 12, 2002.
March 14, 2002.
March 14, 2002.
March 13, 2002.
February 8, 2006.
February 6, 2006.
February 6, 2006.
Issued in Renton, Washington, on February
25, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–3971 Filed 2–29–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0247; Directorate
Identifier 2008–CE–003–AD]
RIN 2120–AA64
Airworthiness Directives; Air Tractor,
Inc. AT–200, AT–300, AT–400, AT–500,
AT–600, AT–800 Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: We propose to supersede
Airworthiness Directive (AD) 2002–25–
09, which applies to certain Air Tractor,
Inc. (Air Tractor) AT–250, AT–300, AT–
400, and AT–500 series airplanes. AD
2002–25–09 currently requires you to
install an overturn skid plate in the
cockpit area. Since we issued AD 2002–
25–09, we received a report of the bolts
attaching the forward end of the original
design overturn skid plate to the
airframe breaking in an overturn
accident. This allowed the skid plate to
rotate around the rear attach point and
the forward end of the plate to enter the
cockpit area. Consequently, this
proposed AD would require the
installation of a modified skid plate kit
or modification to skid plate kits that
are already installed, including those
PO 00000
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Fmt 4702
Sfmt 4702
already installed on AT–402B, AT–
502B, AT–602, and AT–802A series
airplanes during production. We are
proposing this AD to prevent the front
and rear connections of the overturn
skid plate to the airplane from breaking,
which could allow foreign debris to
enter the cockpit during an airplane
overturn. This condition, if not
corrected, could lead to pilot injury.
DATES: We must receive comments on
this proposed AD by May 2, 2008.
ADDRESSES: Use one of the following
addresses to comment on this proposed
AD:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• 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: U.S. Department of
Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue, SE., Washington, DC 20590,
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in
this proposed AD, contact Air Tractor
Inc., P.O. Box 485, Olney, Texas 76374;
telephone: (940) 564–5616; fax: (940)
564–5612.
FOR FURTHER INFORMATION CONTACT:
Andy McAnaul, Aerospace Engineer,
ASW–150, FAA San Antonio MIDO–43,
10100 Reunion Place, Suite 650, San
Antonio, Texas 78216, phone: (210)
308–3365, fax: (210) 308–3370.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments
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]]>Agencies
[Federal Register Volume 73, Number 42 (Monday, March 3, 2008)]
[Proposed Rules]
[Pages 11366-11369]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-3971]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0231; Directorate Identifier 2007-NM-218-AD]
RIN 2120-AA64
Airworthiness Directives; Fokker F.28 Mark 0070 and Mark 0100
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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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:
To date, there have been at least 10 reported events on Fokker
70 (F28 Mark 0070) and Fokker 100 (F28 Mark 0100) aircraft where the
flight crew manually overpowered the autopilot, inadvertently
neglecting to disengage the autopilot. * * * When the autopilot is
not disengaged, the elevator servomotor is overpowered and the
horizontal stabilizer is moved by the Automatic Flight Control &
Augmentation System (AFCAS) auto-trim in a direction opposite to the
(manual) deflection of the elevator, causing high elevator control
forces. This condition, if not corrected, could cause the stabilizer
to move to an extreme out-of-trim position, creating the (remote)
possibility of loss of control of the aircraft, due to the extreme
control loads.
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 April 2, 2008.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://
www.regulations.gov. Follow the instructions for submitting comments.
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: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-40, 1200 New
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
www.regulations.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,
[[Page 11367]]
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-2008-0231;
Directorate Identifier 2007-NM-218-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://
www.regulations.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-2006-010, dated July 14, 2006 (referred to
after this as ``the MCAI''), to correct an unsafe condition for the
specified products. The MCAI states:
To date, there have been at least 10 reported events on Fokker
70 (F28 Mark 0070) and Fokker 100 (F28 Mark 0100) aircraft where the
flight crew manually overpowered the autopilot, inadvertently
neglecting to disengage the autopilot. Detailed investigation of
these incidents has shown that this usually occurs in a high
workload environment that demands immediate manual control of the
aircraft by the pilot flying, e.g., terrain warning. When the
autopilot is not disengaged, the elevator servomotor is overpowered
and the horizontal stabilizer is moved by the Automatic Flight
Control & Augmentation System (AFCAS) auto-trim in a direction
opposite to the (manual) deflection of the elevator, causing high
elevator control forces. This condition, if not corrected, could
cause the stabilizer to move to an extreme out-of-trim position,
creating the (remote) possibility of loss of control of the
aircraft, due to the extreme control loads. In the original design
of AFCAS, operation of the control wheel-mounted stabilizer trim
switches has no effect when the autopilot is engaged. Based on the
assumption that stabilizer trim switches will be operated by the
pilot flying when encountering high control forces, an Autopilot
Disconnect Unit has been developed that disconnects the autopilot
when the stabilizer trim switches are operated. Since a potentially
unsafe condition has been identified that may exist or develop on
aircraft of this type design, this Airworthiness Directive requires
the installation of Autopilot Disconnect Units and associated wiring
changes.
You may obtain further information by examining the MCAI in the AD
docket.
Relevant Service Information
Fokker Services B.V. has issued Fokker Service Bulletin SBF100-22-
050, dated April 25, 2006, including the drawings listed in the
following table. The actions described in this service information are
intended to correct the unsafe condition identified in the MCAI.
Drawings Included in Fokker Service Bulletin SBF100-27-050
----------------------------------------------------------------------------------------------------------------
Fokker drawing Sheet Issue Date
----------------------------------------------------------------------------------------------------------------
W41501................................ 057 CQ....................... April 25, 2006.
W41501................................ 058 CQ....................... April 25, 2006.
W41501................................ 059 CQ....................... April 25, 2006.
W41501................................ 060 CQ....................... April 25, 2006.
W41501................................ 061 CR....................... April 25, 2006.
W41501................................ 062 CR....................... April 25, 2006.
W41504................................ 009 K........................ April 25, 2006.
W41504................................ 010 K........................ April 25, 2006.
W41504................................ 011 J........................ April 25, 2006.
W41504................................ 012 L........................ April 25, 2006.
W41504................................ 013 L........................ April 25, 2006.
W46140................................ 27 AR....................... March 5, 2002.
W46140................................ 28 AR....................... March 8, 2002.
W46143................................ 02 K........................ February 26, 2002.
W46143................................ 03 K........................ March 8, 2002.
W46144................................ 06 R........................ March 4, 2002.
W46144................................ 07 S........................ March 7, 2002.
W46912................................ 01 D........................ March 12, 2002.
W46930................................ 01 Original................. March 14, 2002.
W46930................................ 02 E........................ March 14, 2002.
W46932................................ 01 D........................ March 13, 2002.
W59140................................ 177 GC....................... February 8, 2006.
W59140................................ 178 GB....................... February 6, 2006.
W59140................................ 221 GB....................... February 6, 2006.
----------------------------------------------------------------------------------------------------------------
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
[[Page 11368]]
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 12 products of U.S. registry. We also estimate that
it would take about 27 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 $3,000 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 $61,920, or $5,160 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-2008-0231; Directorate
Identifier 2007-NM-218-AD.
Comments Due Date
(a) We must receive comments by April 2, 2008.
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.
Subject
(d) Air Transport Association (ATA) of America Code 22: Auto
flight.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
To date, there have been at least 10 reported events on Fokker
70 (F28 Mark 0070) and Fokker 100 (F28 Mark 0100) aircraft where the
flight crew manually overpowered the autopilot, inadvertently
neglecting to disengage the autopilot. Detailed investigation of
these incidents has shown that this usually occurs in a high
workload environment that demands immediate manual control of the
aircraft by the pilot flying, e.g. terrain warning. When the
autopilot is not disengaged, the elevator servomotor is overpowered
and the horizontal stabilizer is moved by the Automatic Flight
Control & Augmentation System (AFCAS) auto-trim in a direction
opposite to the (manual) deflection of the elevator, causing high
elevator control forces. This condition, if not corrected, could
cause the stabilizer to move to an extreme out-of-trim position,
creating the (remote) possibility of loss of control of the
aircraft, due to the extreme control loads. In the original design
of AFCAS, operation of the control wheel-mounted stabilizer trim
switches has no effect when the autopilot is engaged. Based on the
assumption that stabilizer trim switches will be operated by the
pilot flying when encountering high control forces, an Autopilot
Disconnect Unit has been developed that disconnects the autopilot
when the stabilizer trim switches are operated. Since a potentially
unsafe condition has been identified that may exist or develop on
aircraft of this type design, this Airworthiness Directive requires
the installation of Autopilot Disconnect Units and associated wiring
changes.
Actions and Compliance
(f) Within 36 months after the effective date of this AD, unless
already done, install autopilot disconnect units and do associated
wiring changes in accordance with Section 3, ``Accomplishment
Instructions,'' of Fokker Service Bulletin SBF100-22-050, dated
April 25, 2006, including the drawings listed in Table 1 of this AD.
Table 1.--Drawings Included in Fokker Service Bulletin SBF100-27-050
----------------------------------------------------------------------------------------------------------------
Fokker drawing Sheet Issue Date
----------------------------------------------------------------------------------------------------------------
W41501................................ 057 CQ....................... April 25, 2006.
W41501................................ 058 CQ....................... April 25, 2006.
W41501................................ 059 CQ....................... April 25, 2006.
W41501................................ 060 CQ....................... April 25, 2006.
W41501................................ 061 CR....................... April 25, 2006.
W41501................................ 062 CR....................... April 25, 2006.
W41504................................ 009 K........................ April 25, 2006.
W41504................................ 010 K........................ April 25, 2006.
[[Page 11369]]
W41504................................ 011 J........................ April 25, 2006.
W41504................................ 012 L........................ April 25, 2006.
W41504................................ 013 L........................ April 25, 2006.
W46140................................ 27 AR....................... March 5, 2002.
W46140................................ 28 AR....................... March 8, 2002.
W46143................................ 02 K........................ February 26, 2002.
W46143................................ 03 K........................ March 8, 2002.
W46144................................ 06 R........................ March 4, 2002.
W46144................................ 07 S........................ March 7, 2002.
W46912................................ 01 D........................ March 12, 2002.
W46930................................ 01 Original................. March 14, 2002.
W46930................................ 02 E........................ March 14, 2002.
W46932................................ 01 D........................ March 13, 2002.
W59140................................ 177 GC....................... February 8, 2006.
W59140................................ 178 GB....................... February 6, 2006.
W59140................................ 221 GB....................... February 6, 2006.
----------------------------------------------------------------------------------------------------------------
FAA AD Differences
Note: 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, 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, 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 Dutch Airworthiness Directive NL-2006-010,
dated July 14, 2006; and Fokker Service Bulletin SBF100-22-050,
dated April 25, 2006, including the drawings listed in Table 1 of
this AD; for related information.
Issued in Renton, Washington, on February 25, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-3971 Filed 2-29-08; 8:45 am]
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