Airworthiness Directives; Fokker Model F.28 Mark 0070 and 0100 Airplanes, 37898-37900 [E8-14969]
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37898
Federal Register / Vol. 73, No. 128 / Wednesday, July 2, 2008 / Proposed Rules
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:
Bombardier, Inc. (Formerly de Havilland,
Inc.): Docket No. FAA–2008–0730;
Directorate Identifier 2008–NM–055–AD.
Comments Due Date
(a) We must receive comments by August
1, 2008.
Affected ADs
(b) None.
Applicability
(c) Bombardier Model DHC–8–400, DHC–
8–401 and DHC–8–402 airplanes, serial
numbers 4003, 4004, 4006, and 4008 through
4129, certificated in any category.
Subject
(d) Air Transport Association (ATA) of
America Code 27: Flight Controls.
sroberts on PROD1PC70 with PROPOSALS
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
All DHC–8 Series 400 aircraft have had a
spoiler fuselage cable disconnect sensing
system installed in production. Subsequently
it was discovered that, in the event of a
spoiler fuselage cable disconnect, only the
ROLL SPLR INBD HYD caution light will be
illuminated until the aircraft speed decreases
below 165 kts [knots], at which time the
ROLL SPLR OUTBD HYD caution light will
also be illuminated. In the event of a spoiler
fuselage cable disconnect in association with
the existing indications described above, the
reduction in roll authority could result in
increased pilot workload during approach
and landing.
Modsums 4–110066 and 4–126356 (each
applicable to a different batch of aircraft
serial numbers) have been issued to rework
the sensing circuit caution light indication to
VerDate Aug<31>2005
17:06 Jul 01, 2008
Jkt 214001
ensure that it is consistent for spoiler
fuselage cable disconnects above and below
165 kts. Modsum 4–126356 has been
installed in production on aircraft serial
numbers 4130 and subsequent.
Actions and Compliance
(f) Unless already done, do the following
actions.
(1) For airplanes with serial numbers 4003,
4004, 4006, and 4008 through 4094: Within
6,000 flight hours after the effective date of
this AD, modify the spoiler cable disconnect
sensing circuit by incorporating Modsum 4–
110066 in accordance with Bombardier
Service Bulletin 84–27–33, dated June 6,
2007.
(2) For airplanes with serial numbers 4095
through 4129: Within 6,000 flight hours after
the effective date of this AD, modify the
spoiler cable disconnect sensing circuit by
incorporating Modsum 4–126356 in
accordance with Bombardier Service Bulletin
84–27–28, Revision B, dated September 25,
2007.
(3) Installations of Modsum 4–126356
accomplished before the effective date of this
AD according to Bombardier Service Bulletin
84–27–28, dated October 2, 2006; or Revision
A, dated April 30, 2007; are considered
acceptable for compliance with the
corresponding action specified in this AD.
FAA AD Differences
Note: This AD differs from the MCAI and/
or service information as follows: No
differences.
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, New York Aircraft
Certification Office (ACO), 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: Dan
Parrillo, Aerospace Engineer, Systems and
Flight Test Branch, ANE–172, FAA, New
York ACO, 1600 Stewart Avenue, Suite 410,
Westbury, New York 11590; telephone (516)
228–7305; fax (516) 794–5531. 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 Canadian Airworthiness
Directive CF–2008–13, dated February 14,
PO 00000
Frm 00007
Fmt 4702
Sfmt 4702
2008; and Bombardier Service Bulletins 84–
27–33, dated June 6, 2007; and 84–27–28,
Revision B, dated September 25, 2007; for
related information.
Issued in Renton, Washington, on June 24,
2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–14964 Filed 7–1–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0676; Directorate
Identifier 2007–NM–280–AD]
RIN 2120–AA64
Airworthiness Directives; Fokker
Model F.28 Mark 0070 and 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:
Service experience has shown that heavy
MLG (main landing gear) shimmy vibration
can occur due to faulty/empty dampers or
due to excessive free play in the T/L (torque
link) apex joint. In several cases this shimmy
vibration resulted in a MLG main fitting
failure * * * finally resulting in a collapse of
the MLG causing extensive damage to the
wingtip, aileron and flaps. * * *
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 August 1, 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–
E:\FR\FM\02JYP1.SGM
02JYP1
Federal Register / Vol. 73, No. 128 / Wednesday, July 2, 2008 / Proposed Rules
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,
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:
sroberts on PROD1PC70 with PROPOSALS
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–2008–0676; Directorate Identifier
2007–NM–280–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–2007–001, dated February
26, 2007 (referred to after this as ‘‘the
MCAI’’), to correct an unsafe condition
for the specified products. The MCAI
states:
Service experience has shown that heavy
MLG (main landing gear) shimmy vibration
can occur due to faulty/empty dampers or
due to excessive free play in the T/L (torque
link) apex joint. In several cases this shimmy
vibration resulted in a MLG main fitting
VerDate Aug<31>2005
17:06 Jul 01, 2008
Jkt 214001
failure. In those cases where only the upper
torque link attachment lug failed the damage
to the aircraft was limited. In all other cases
the MLG main fitting cracked, finally
resulting in a collapse of the MLG causing
extensive damage to the wingtip, aileron and
flaps. To prevent the collapse of the MLG,
Messier-Dowty has designed an upper torque
link fuse pin with a static strength lower than
the demonstrated strength of the MLG main
fitting. In case of a heavy shimmy vibration
the upper torque link fuse pin will fail before
the main fitting. Therefore the installation of
an upper torque link fuse pin will protect the
LH and RH (left- and right-hand) MLG main
fitting against extreme shimmy loads and
thus against a MLG main fitting failure and
a MLG collapse. Since an unsafe condition
has been identified that may exist or develop
on aircraft of the same type design this
Airworthiness Directive requires the
modification of the MLG by replacing the
upper torque link pin with a new fuse pin.
You may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
Fokker Services B.V. has issued
Service Bulletin SBF100–32–148,
Revision 1, dated February 26, 2007.
The actions described in this service
information are intended to correct the
unsafe condition identified in the
MCAI.
FAA’s Determination and Requirements
of This Proposed AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
in the United States. Pursuant to our
bilateral agreement with the State of
Design Authority, we have been notified
of the unsafe condition described in the
MCAI and service information
referenced above. We are proposing this
AD because we evaluated all pertinent
information and determined an unsafe
condition exists and is likely to exist or
develop on other products of the same
type design.
Differences Between This AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
different words from those in the MCAI
to ensure the AD is clear for U.S.
operators and is enforceable. In making
these changes, we do not intend to differ
substantively from the information
provided in the MCAI and related
service information.
We might also have proposed
different actions in this AD from those
in the MCAI in order to follow FAA
policies. Any such differences are
highlighted in a NOTE within the
proposed AD.
PO 00000
Frm 00008
Fmt 4702
Sfmt 4702
37899
Costs of Compliance
Based on the service information, we
estimate that this proposed AD would
affect about 2 products of U.S. registry.
We also estimate that it would take
about 15 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 $0 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 $2,400, or $1,200 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
E:\FR\FM\02JYP1.SGM
02JYP1
37900
Federal Register / Vol. 73, No. 128 / Wednesday, July 2, 2008 / Proposed Rules
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.
thus against a MLG main fitting failure and
a MLG collapse. Since an unsafe condition
has been identified that may exist or develop
on aircraft of the same type design this
Airworthiness Directive requires the
modification of the MLG by replacing the
upper torque link pin with a new fuse pin.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
Actions and Compliance
(f) Within the applicable compliance time
specified in paragraphs (f)(1) and (f)(2) of this
AD, unless already done, do the following
actions.
(1) For Messier-Dowty MLG in a pre-mod
Messier-Dowty Service Bulletin F100–32–050
configuration: Within 12 months after the
effective date of this AD, replace the upper
torque link pin with a new fuse pin in
accordance with the Accomplishment
Instructions of Fokker Service Bulletin
SBF100–32–148, Revision 1, dated February
26, 2007.
(2) For Messier-Dowty MLG in a post-mod
Messier-Dowty Service Bulletin F100–32–050
configuration: Within 30 months after the
effective date of this AD, replace the upper
torque link pin with a new fuse pin in
accordance with the Accomplishment
Instructions of Fokker Service Bulletin
SBF100–32–148, Revision 1, dated February
26, 2007.
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–
2008–0676; Directorate Identifier 2007–
NM–280–AD.
Comments Due Date
(a) We must receive comments by August
1, 2008.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Fokker Model F.28
Mark 0070 and F.28 Mark 0100, serial
numbers 11244 thru 11585, certificated in
any category, equipped with Messier-Dowty
main landing gears.
sroberts on PROD1PC70 with PROPOSALS
Subject
(d) Air Transport Association (ATA) of
America Code 32: Landing Gear.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
Service experience has shown that heavy
MLG (main landing gear) shimmy vibration
can occur due to faulty/empty dampers or
due to excessive free play in the T/L (torque
link) apex joint. In several cases this shimmy
vibration resulted in a MLG main fitting
failure. In those cases where only the upper
torque link attachment lug failed the damage
to the aircraft was limited. In all other cases
the MLG main fitting cracked, finally
resulting in a collapse of the MLG causing
extensive damage to the wingtip, aileron and
flaps. To prevent the collapse of the MLG,
Messier-Dowty has designed an upper torque
link fuse pin with a static strength lower than
the demonstrated strength of the MLG main
fitting. In case of a heavy shimmy vibration
the upper torque link fuse pin will fail before
the main fitting. Therefore the installation of
an upper torque link fuse pin will protect the
LH and RH (left- and right-hand) MLG main
fitting against extreme shimmy loads and
VerDate Aug<31>2005
17:06 Jul 01, 2008
Jkt 214001
FAA AD Differences
Note: This AD differs from the MCAI and/
or service information as follows: The MCAI
references the original version of the service
bulletin or a later approved version. The
original version of the service bulletin
specifies to use an incorrect part number.
This AD refers to Revision 1 of the service
bulletin.
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, Transport Airplane
Directorate, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
Send information to ATTN: Tom Rodriguez,
Aerospace Engineer, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone (425)
227–1137; fax (425) 227–1149. Before using
any approved AMOC on any airplane to
which the AMOC applies, notify your
appropriate principal inspector (PI) in the
FAA Flight Standards District Office (FSDO),
or lacking a PI, your local FSDO.
(2) Airworthy Product: For any requirement
in this AD to obtain corrective actions from
a manufacturer or other source, use these
actions if they are FAA-approved. Corrective
actions are considered FAA-approved if they
are approved by the State of Design Authority
(or their delegated agent). You are required
to assure the product is airworthy before it
is returned to service.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act,
the Office of Management and Budget (OMB)
has approved the information collection
PO 00000
Frm 00009
Fmt 4702
Sfmt 4702
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to MCAI Dutch Airworthiness
Directive NL–2007–001, dated February 26,
2007, and Fokker Service Bulletin SBF100–
32–148, Revision 1, dated February 26, 2007,
for related information.
Issued in Renton, Washington, on June 24,
2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–14969 Filed 7–1–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0731; Directorate
Identifier 2008–NM–058–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 747–100, 747–100B, 747–100B
SUD, 747–200B, 747–200C, 747–200F,
747–300, 747–400, 747–400D, 747–
400F, 747SR, and 747SP Series
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to all Boeing
Model 747 series airplanes. The existing
AD currently requires repetitive detailed
inspections of the aft pressure bulkhead
for indications of ‘‘oil cans’’ and
previous oil can repairs, and corrective
actions, if necessary. An oil can is an
area on a pressure dome web that moves
when pushed from the forward side.
This proposed AD would reduce the
compliance time for the initial detailed
inspection and clarify the applicability.
This proposed AD results from a report
that cracks in oil-canned areas were
found during an inspection of the aft
pressure bulkhead. We are proposing
this AD to detect and correct the
propagation of fatigue cracks in the
vicinity of oil cans on the web of the aft
pressure bulkhead, which could result
in rapid decompression of the airplane
and overpressurization of the tail
section, and consequent loss of control
of the airplane.
DATES: We must receive comments on
this proposed AD by August 18, 2008.
E:\FR\FM\02JYP1.SGM
02JYP1
]]>Agencies
[Federal Register Volume 73, Number 128 (Wednesday, July 2, 2008)]
[Proposed Rules]
[Pages 37898-37900]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-14969]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0676; Directorate Identifier 2007-NM-280-AD]
RIN 2120-AA64
Airworthiness Directives; Fokker Model F.28 Mark 0070 and 0100
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed AD results from mandatory
continuing airworthiness information (MCAI) originated by an aviation
authority of another country to identify and correct an unsafe
condition on an aviation product. The MCAI describes the unsafe
condition as:
Service experience has shown that heavy MLG (main landing gear)
shimmy vibration can occur due to faulty/empty dampers or due to
excessive free play in the T/L (torque link) apex joint. In several
cases this shimmy vibration resulted in a MLG main fitting failure *
* * finally resulting in a collapse of the MLG causing extensive
damage to the wingtip, aileron and flaps. * * *
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 August 1, 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-
[[Page 37899]]
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,
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-2008-0676;
Directorate Identifier 2007-NM-280-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-2007-001, dated February 26, 2007 (referred
to after this as ``the MCAI''), to correct an unsafe condition for the
specified products. The MCAI states:
Service experience has shown that heavy MLG (main landing gear)
shimmy vibration can occur due to faulty/empty dampers or due to
excessive free play in the T/L (torque link) apex joint. In several
cases this shimmy vibration resulted in a MLG main fitting failure.
In those cases where only the upper torque link attachment lug
failed the damage to the aircraft was limited. In all other cases
the MLG main fitting cracked, finally resulting in a collapse of the
MLG causing extensive damage to the wingtip, aileron and flaps. To
prevent the collapse of the MLG, Messier-Dowty has designed an upper
torque link fuse pin with a static strength lower than the
demonstrated strength of the MLG main fitting. In case of a heavy
shimmy vibration the upper torque link fuse pin will fail before the
main fitting. Therefore the installation of an upper torque link
fuse pin will protect the LH and RH (left- and right-hand) MLG main
fitting against extreme shimmy loads and thus against a MLG main
fitting failure and a MLG collapse. Since an unsafe condition has
been identified that may exist or develop on aircraft of the same
type design this Airworthiness Directive requires the modification
of the MLG by replacing the upper torque link pin with a new fuse
pin.
You may obtain further information by examining the MCAI in the AD
docket.
Relevant Service Information
Fokker Services B.V. has issued Service Bulletin SBF100-32-148,
Revision 1, dated February 26, 2007. The actions described in this
service information are intended to correct the unsafe condition
identified in the MCAI.
FAA's Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to our bilateral agreement with the State of Design Authority, we have
been notified of the unsafe condition described in the MCAI and service
information referenced above. We are proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Differences Between This AD and the MCAI or Service Information
We have reviewed the MCAI and related service information and, in
general, agree with their substance. But we might have found it
necessary to use different words from those in the MCAI to ensure the
AD is clear for U.S. operators and is enforceable. In making these
changes, we do not intend to differ substantively from the information
provided in the MCAI and related service information.
We might also have proposed different actions in this AD from those
in the MCAI in order to follow FAA policies. Any such differences are
highlighted in a NOTE within the proposed AD.
Costs of Compliance
Based on the service information, we estimate that this proposed AD
would affect about 2 products of U.S. registry. We also estimate that
it would take about 15 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 $0 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 $2,400, or $1,200 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
[[Page 37900]]
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-2008-0676; Directorate
Identifier 2007-NM-280-AD.
Comments Due Date
(a) We must receive comments by August 1, 2008.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Fokker Model F.28 Mark 0070 and F.28 Mark
0100, serial numbers 11244 thru 11585, certificated in any category,
equipped with Messier-Dowty main landing gears.
Subject
(d) Air Transport Association (ATA) of America Code 32: Landing
Gear.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
Service experience has shown that heavy MLG (main landing gear)
shimmy vibration can occur due to faulty/empty dampers or due to
excessive free play in the T/L (torque link) apex joint. In several
cases this shimmy vibration resulted in a MLG main fitting failure.
In those cases where only the upper torque link attachment lug
failed the damage to the aircraft was limited. In all other cases
the MLG main fitting cracked, finally resulting in a collapse of the
MLG causing extensive damage to the wingtip, aileron and flaps. To
prevent the collapse of the MLG, Messier-Dowty has designed an upper
torque link fuse pin with a static strength lower than the
demonstrated strength of the MLG main fitting. In case of a heavy
shimmy vibration the upper torque link fuse pin will fail before the
main fitting. Therefore the installation of an upper torque link
fuse pin will protect the LH and RH (left- and right-hand) MLG main
fitting against extreme shimmy loads and thus against a MLG main
fitting failure and a MLG collapse. Since an unsafe condition has
been identified that may exist or develop on aircraft of the same
type design this Airworthiness Directive requires the modification
of the MLG by replacing the upper torque link pin with a new fuse
pin.
Actions and Compliance
(f) Within the applicable compliance time specified in
paragraphs (f)(1) and (f)(2) of this AD, unless already done, do the
following actions.
(1) For Messier-Dowty MLG in a pre-mod Messier-Dowty Service
Bulletin F100-32-050 configuration: Within 12 months after the
effective date of this AD, replace the upper torque link pin with a
new fuse pin in accordance with the Accomplishment Instructions of
Fokker Service Bulletin SBF100-32-148, Revision 1, dated February
26, 2007.
(2) For Messier-Dowty MLG in a post-mod Messier-Dowty Service
Bulletin F100-32-050 configuration: Within 30 months after the
effective date of this AD, replace the upper torque link pin with a
new fuse pin in accordance with the Accomplishment Instructions of
Fokker Service Bulletin SBF100-32-148, Revision 1, dated February
26, 2007.
FAA AD Differences
Note: This AD differs from the MCAI and/or service information
as follows: The MCAI references the original version of the service
bulletin or a later approved version. The original version of the
service bulletin specifies to use an incorrect part number. This AD
refers to Revision 1 of the service bulletin.
Other FAA AD Provisions
(g) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. Send information to ATTN: Tom
Rodriguez, Aerospace Engineer, International Branch, ANM-116,
Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; telephone (425) 227-1137; fax (425) 227-1149.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.
(2) Airworthy Product: For any requirement in this AD to obtain
corrective actions from a manufacturer or other source, use these
actions if they are FAA-approved. Corrective actions are considered
FAA-approved if they are approved by the State of Design Authority
(or their delegated agent). You are required to assure the product
is airworthy before it is returned to service.
(3) Reporting Requirements: For any reporting requirement in
this AD, under the provisions of the Paperwork Reduction Act, the
Office of Management and Budget (OMB) has approved the information
collection requirements and has assigned OMB Control Number 2120-
0056.
Related Information
(h) Refer to MCAI Dutch Airworthiness Directive NL-2007-001,
dated February 26, 2007, and Fokker Service Bulletin SBF100-32-148,
Revision 1, dated February 26, 2007, for related information.
Issued in Renton, Washington, on June 24, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-14969 Filed 7-1-08; 8:45 am]
BILLING CODE 4910-13-P
