Airworthiness Directives; BAE Systems (Operations) Limited Model BAe 146-100A and -200A Airplanes, 49365-49368 [2010-19329]
Download as PDF
<![CDATA[
Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations
The Office of Management and Budget
has determined that the final rule is not
a ‘‘major rule’’ within the meaning of the
relevant sections of the Small Business
Regulatory Enforcement Act of 1996
(‘‘SBREFA’’) (5 U.S.C. 801 et seq.). As
required by SBREFA, the FDIC will file
the appropriate reports with Congress
and the General Accounting Office so
that the final rule may be reviewed.
*
*
*
PART 330—DEPOSIT INSURANCE
COVERAGE
4. In § 330.1, paragraph (n) is revised
to read as follows:
Definitions.
erowe on DSK5CLS3C1PROD with RULES
*
*
*
*
(n) Standard maximum deposit
insurance amount, referred to as the
‘‘SMDIA’’ hereafter, means $250,000
adjusted pursuant to subparagraph (F) of
section 11(a)(1) of the FDI Act (12 U.S.C.
1821(a)(1)(F)).
*
*
*
*
*
5. The authority citation for part 347
continues to read as follows:
■
VerDate Mar<15>2010
15:00 Aug 12, 2010
Jkt 220001
12 CFR Part 347
Bank deposit insurance, Banks,
Banking, International banking; Foreign
banks.
■
DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
Definitions.
*
■
PART 347—INTERNATIONAL
BANKING
■
§ 347.202
Authority: 12 U.S.C. 1813(1), 1813(m),
1817(i), 1818(q), 1819 (Tenth), 1820(f),
1821(a), 1822(c).
*
PART 328—ADVERTISEMENT OF
MEMBERSHIP
12 CFR Part 330
Bank deposit insurance, Banks,
Banking, Reporting and recordkeeping
requirements, Savings and loan
associations, Trusts and trustees.
■
3. The authority citation for part 330
continues to read as follows:
■
§ 330.1
12 CFR Part 328
Advertising, Bank deposit insurance,
Savings associations, Signs and
symbols.
6. In § 347.202, paragraph (v) is
revised to read as follows:
Section 722 of the Gramm-LeachBlilely Act (Pub. L. 106–102, 113 Stat.
1338, 1471), requires the Federal
banking agencies to use plain language
in all proposed and final rules
*
List of Subjects
For the reasons stated above, the
Board of Directors of the Federal
Deposit Insurance Corporation hereby
amends parts 328, 330, and 347 of title
12 of the Code of Federal Regulations as
follows:
■
Authority: 12 U.S.C. 1813, 1815, 1817,
1819, 1820, 1828, 3103, 3104, 3105, 3108,
3109; Title IX, Pub. L. 98–181, 97 Stat. 1153.
VIII. Plain Language
*
published after January 1, 2000. The
FDIC has sought to present the final rule
in a simple and straightforward manner.
*
*
*
*
(v) Standard maximum deposit
insurance amount, referred to as the
‘‘SMDIA’’ hereafter, means $250,000
adjusted pursuant to subparagraph (F) of
section 11(a)(1) of the FDI Act (12 U.S.C.
1821(a)(1)(F)).
*
*
*
*
*
Dated at Washington DC, this 10th day of
August 2010.
By order of the Board of Directors.
Federal Deposit Insurance Corporation.
Robert E. Feldman,
Executive Secretary.
[FR Doc. 2010–20008 Filed 8–12–10; 8:45 am]
BILLING CODE P
PO 00000
Frm 00015
Fmt 4700
Sfmt 4700
1. The authority citation for part 328
continues to read as follows:
Authority: 12 U.S.C. 1818(a), 1813(m),
1819 (Tenth), 1828(a).
2. In § 328.1, paragraph (a) is amended
by revising the graphic image of the
official sign to appear as follows:
(a) * * *
Federal Aviation Administration
[Docket No. FAA–2010–0434; Directorate
Identifier 2009–NM–221–AD; Amendment
39–16386; AD 2010–16–09]
RIN 2120–AA64
Airworthiness Directives; BAE
Systems (Operations) Limited Model
BAe 146–100A and –200A Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for the
products listed above. This 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
SUMMARY:
E:\FR\FM\13AUR1.SGM
13AUR1
ER13AU10.000</GPH>
VII. Small Business Regulatory
Enforcement Fairness Act
49365
49366
Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations
product. The MCAI describes the unsafe
condition as:
The operation of the airbrake lever in the
‘‘airbrakes out’’ to ‘‘lift spoiler’’ range has been
the subject of two occurrence reports. The lift
spoilers on the BAe 146 and Avro 146–RJ
aeroplanes have been designed to deploy on
landing to provide aerodynamic braking and
to dump lift to ensure that the wheel brakes
can provide the necessary speed reduction.
*
*
*
*
*
The effects of deceleration and landing
inertia loads can cause uncommanded
movement of the airbrake selector lever from
the ‘‘lift spoiler’’ position to the ‘‘airbrakes
out’’ position, causing the lift spoilers to
retract during the landing roll. This
condition, if not corrected, would increase
the landing distance, possibly resulting in a
runway overrun and consequent injury to
aeroplane occupants.
*
*
*
*
*
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective
September 17, 2010.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of September 17, 2010.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov or in person at the
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC.
FOR FURTHER INFORMATION CONTACT:
Todd Thompson, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–1175; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Discussion
erowe on DSK5CLS3C1PROD with RULES
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM was published in the Federal
Register on April 30, 2010 (75 FR
22710). That NPRM proposed to correct
an unsafe condition for the specified
products. The MCAI states:
The operation of the airbrake lever in the
‘‘airbrakes out’’ to ‘‘lift spoiler’’ range has been
the subject of two occurrence reports. The lift
spoilers on the BAe 146 and Avro 146–RJ
aeroplanes have been designed to deploy on
landing to provide aerodynamic braking and
to dump lift to ensure that the wheel brakes
can provide the necessary speed reduction.
A review of the changing operational
profile of the aeroplane type concluded that
its proven short field performance has
VerDate Mar<15>2010
15:00 Aug 12, 2010
Jkt 220001
increasingly been exploited in recent years
by a number of operators worldwide.
Frequently, these short field operations are
conducted from airports that are located in
mountainous terrain or in close proximity to
bodies of water, leaving fewer margins for
error, e.g. landing long or at (too) high speed.
The effects of deceleration and landing
inertia loads can cause uncommanded
movement of the airbrake selector lever from
the ‘‘lift spoiler’’ position to the ‘‘airbrakes
out’’ position, causing the lift spoilers to
retract during the landing roll. This
condition, if not corrected, would increase
the landing distance, possibly resulting in a
runway overrun and consequent injury to
aeroplane occupants.
On certain BAe 146 aeroplanes, without
modifications HCM00889A and B or
modifications HCM00889A and C
incorporated, negligible force is required to
move the airbrake lever back to the ‘‘airbrakes
out’’ position. From 1988 onwards,
modifications were introduced on the
production line to incorporate a modified
friction baulking device such that a force of
12 lbs must be applied to move the airbrake
lever from the ‘‘lift spoiler’’ position to the
‘‘airbrakes out’’ position. These modifications
were also made available as an optional inservice retrofit.
For the reasons described above, this AD
requires the modification of the airbrake
lever detent mechanism.
You may obtain further information by
examining the MCAI in the AD docket.
Comments
We gave the public the opportunity to
participate in developing this AD. We
received no comments on the NPRM or
on the determination of the cost to the
public.
Explanation of Change to Applicability
We have revised the applicability of
the existing AD to identify model
designations as published in the most
recent type certificate data sheet for the
affected models.
Conclusion
We reviewed the available data, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We determined that these changes will
not increase the economic burden on
any operator or increase the scope of the
AD.
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
PO 00000
Frm 00016
Fmt 4700
Sfmt 4700
provided in the MCAI and related
service information.
We might also have required different
actions in this AD from those in the
MCAI in order to follow our FAA
policies. Any such differences are
highlighted in a Note within the AD.
Costs of Compliance
We estimate that this AD will affect
1 product of U.S. registry. We also
estimate that it will take about 11 workhours per product to comply with the
basic requirements of this AD. The
average labor rate is $85 per work-hour.
Required parts will cost about $7,000
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 parts. 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
this AD to the U.S. operator to be
$7,935.
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 AD will not
have federalism implications under
Executive Order 13132. This AD will
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 AD:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
E:\FR\FM\13AUR1.SGM
13AUR1
Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations
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 AD and placed it in the AD docket.
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 the NPRM, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 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:
■
2010–16–09 BAE Systems (Operations)
Limited: Amendment 39–16386. Docket
No. FAA–2010–0434; Directorate
Identifier 2009–NM–221–AD.
Effective Date
(a) This airworthiness directive (AD)
becomes effective September 17, 2010.
erowe on DSK5CLS3C1PROD with RULES
Affected ADs
(b) None.
Applicability
(c) This AD applies to BAE Systems
(Operations) Limited Model BAe 146–100A
and –200A airplanes, certificated in any
category, serial numbers as listed in British
Aerospace 146 Modification Service Bulletin
27–73–00889A&B, Revision 4, dated June 15,
1990.
VerDate Mar<15>2010
15:00 Aug 12, 2010
Jkt 220001
Subject
(d) Air Transport Association (ATA) of
America Code 27: Flight Controls.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
The operation of the airbrake lever in the
‘‘airbrakes out’’ to ‘‘lift spoiler’’ range has been
the subject of two occurrence reports. The lift
spoilers on the BAe 146 and Avro 146–RJ
aeroplanes have been designed to deploy on
landing to provide aerodynamic braking and
to dump lift to ensure that the wheel brakes
can provide the necessary speed reduction.
A review of the changing operational
profile of the aeroplane type concluded that
its proven short field performance has
increasingly been exploited in recent years
by a number of operators worldwide.
Frequently, these short field operations are
conducted from airports that are located in
mountainous terrain or in close proximity to
bodies of water, leaving fewer margins for
error, e.g. landing long or at (too) high speed.
The effects of deceleration and landing
inertia loads can cause uncommanded
movement of the airbrake selector lever from
the ‘‘lift spoiler’’ position to the ‘‘airbrakes
out’’ position, causing the lift spoilers to
retract during the landing roll. This
condition, if not corrected, would increase
the landing distance, possibly resulting in a
runway overrun and consequent injury to
aeroplane occupants.
On certain BAe 146 aeroplanes, without
modifications HCM00889A and B or
modifications HCM00889A and C
incorporated, negligible force is required to
move the airbrake lever back to the ‘‘airbrakes
out’’ position. From 1988 onwards,
modifications were introduced on the
production line to incorporate a modified
friction baulking device such that a force of
12 lbs must be applied to move the airbrake
lever from the ‘‘lift spoiler’’ position to the
‘‘airbrakes out’’ position. These modifications
were also made available as an optional inservice retrofit.
For the reasons described above, this AD
requires the modification of the airbrake
lever detent mechanism.
Compliance
(f) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Actions
(g) Do the following actions.
(1) Within 12 months after the effective
date of this AD, modify the airbrake lever
detent mechanism, in accordance with the
Accomplishment Instructions of British
Aerospace 146 Modification Service Bulletin
27–73–00889A&B, Revision 4, dated June 15,
1990.
(2) Modifying the airbrake lever detent
mechanism is also acceptable for compliance
with paragraph (g)(1) of this AD, if done
before the effective date of this AD, in
accordance with the Accomplishment
Instructions of British Aerospace 146
Modification Service Bulletin 27–73–
00889A&B, Revision 3, dated August 1, 1989.
PO 00000
Frm 00017
Fmt 4700
Sfmt 4700
49367
FAA AD Differences
Note 1: This AD differs from the MCAI
and/or service information as follows: While
European Aviation Safety Agency (EASA) AD
2009–0206, dated September 30, 2009,
considers Revision 0, 1, or 2 of British
Aerospace 146 Modification Service Bulletin
27–73–00889A&B as an acceptable method of
compliance, this AD does not. However,
operators may request approval of an
alternative method of compliance in
accordance with the procedures specified in
paragraph (h)(1) of this AD.
Other FAA AD Provisions
(h) 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: Todd Thompson,
Aerospace Engineer, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone (425)
227–1175; fax (425) 227–1149. Before using
any approved AMOC on any airplane to
which the AMOC applies, notify your
principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as
appropriate, or lacking a principal inspector,
your local Flight Standards District Office.
The AMOC approval letter must specifically
reference this AD.
(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
(44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(i) Refer to MCAI EASA Airworthiness
Directive 2009–0206, dated September 30,
2009; and British Aerospace 146
Modification Service Bulletin 27–73–
00889A&B, Revision 4, dated June 15, 1990;
for related information.
Material Incorporated by Reference
(j) You must use British Aerospace 146
Modification Service Bulletin 27–73–
00889A&B, Revision 4, dated June 15, 1990,
to do the actions required by this AD, unless
the AD specifies otherwise. British Aerospace
146 Modification Service Bulletin 27–73–
00889A&B, Revision 4, contains the
following effective pages:
E:\FR\FM\13AUR1.SGM
13AUR1
49368
Federal Register / Vol. 75, No. 156 / Friday, August 13, 2010 / Rules and Regulations
Revision level
shown on page
Page No.
1, 3–4, 7, 15–16, 19 ..................................................................................................................................
2 .................................................................................................................................................................
5, 8–12, 17–18, 20 ....................................................................................................................................
6, 13–14 ....................................................................................................................................................
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact BAE Systems (Operations)
Limited, Customer Information Department,
Prestwick International Airport, Ayrshire,
KA9 2RW, Scotland, United Kingdom;
telephone +44 1292 675207; fax +44 1292
675704; e-mail
RApublications@baesystems.com; Internet
https://www.baesystems.com/Businesses/
RegionalAircraft/index.htm.
(3) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221.
(4) You may also review copies of the
service information that is incorporated by
reference at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Wear, beyond Engine Manual limits, has
been identified on the abutment faces of the
splines on the Trent 900 Intermediate
Pressure (IP) shaft rigid coupling on several
engines during strip. The shaft to coupling
spline interface provides the means of
controlling the turbine axial setting and wear
through of the splines would permit the IP
turbine to move rearwards.
Rearward movement of the IP turbine
would enable contact with static turbine
components and would result in loss of
engine performance with potential for inflight shut down, oil migration and oil fire
below the LP turbine discs prior to sufficient
indication resulting in loss of LP turbine disc
integrity.
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
We are issuing this AD to detect
rearward movement of the IP turbine,
which could result in loss of disc
integrity, an uncontained failure of the
engine, and damage to the airplane.
DATES: This AD becomes effective
September 17, 2010.
We must receive comments on this
AD by September 13, 2010.
The Director of the Federal Register
approved the incorporation by reference
of Rolls-Royce Trent 900 Series
Propulsion Systems Alert NonModification Service Bulletin (NMSB)
RB.211–72–AG329, Revision 1, dated
January 13, 2010, listed in the AD as of
September 17, 2010.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov and follow
the instructions for sending your
comments electronically.
• Mail: U.S. Department of
Transportation, 1200 New Jersey
Avenue, SE., West Building Ground
Floor, Room W12–140, Washington, DC
20590–0001.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
• Fax: (202) 493–2251.
We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
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.
Issued in Renton, Washington, on July 28,
2010.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2010–19329 Filed 8–12–10; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–0748; Directorate
Identifier 2010–NE–13–AD; Amendment 39–
16384; AD 2010–16–07]
RIN 2120–AA64
Airworthiness Directives; Rolls-Royce
plc (RR) RB211–Trent 900 Series
Turbofan Engines
AGENCY:
erowe on DSK5CLS3C1PROD with RULES
issued 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:
SUMMARY:
VerDate Mar<15>2010
15:00 Aug 12, 2010
Jkt 220001
PO 00000
Frm 00018
Fmt 4700
Sfmt 4700
Date
shown on page
4
3
1
2
June 15, 1990.
August 1, 1989.
August 10, 1988.
June 27, 1989.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this AD, the regulatory
evaluation, any comments received, and
other information. The street address for
the Docket Operations office (telephone
(800) 647–5527) is the same as the Mail
address provided in the ADDRESSES
section. Comments will be available in
the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Ian
Dargin, Aerospace Engineer, Engine
Certification Office, FAA, Engine and
Propeller Directorate, 12 New England
Executive Park; Burlington, MA 01803;
e-mail: ian.dargin@faa.gov; telephone
(781) 238–7178; fax (781) 238–7199.
SUPPLEMENTARY INFORMATION:
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 2010–0008,
dated January 15, 2010 (referred to after
this as ‘‘the MCAI’’), to correct an unsafe
condition for the specified products.
The MCAI states:
Wear, beyond Engine Manual limits, has
been identified on the abutment faces of the
splines on the Trent 900 Intermediate
Pressure (IP) shaft rigid coupling on several
engines during strip. The shaft to coupling
spline interface provides the means of
controlling the turbine axial setting and wear
through of the splines would permit the IP
turbine to move rearwards.
Rearward movement of the IP turbine
would enable contact with static turbine
components and would result in loss of
engine performance with potential for inflight shut down, oil migration and oil fire
below the LP turbine discs prior to sufficient
indication resulting in loss of LP turbine disc
integrity.
This AD requires inspection of the IP shaft
coupling splines and, depending on the
results, requires further repetitive inspections
or corrective actions.
You may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
Rolls-Royce plc has issued RB211
Trent 900 Series Propulsion Systems
Alert NMSB RB.211–72–AG329,
Revision 1, dated January 13, 2010. The
actions described in this service
information are intended to correct the
E:\FR\FM\13AUR1.SGM
13AUR1
]]>Agencies
[Federal Register Volume 75, Number 156 (Friday, August 13, 2010)]
[Rules and Regulations]
[Pages 49365-49368]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-19329]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0434; Directorate Identifier 2009-NM-221-AD;
Amendment 39-16386; AD 2010-16-09]
RIN 2120-AA64
Airworthiness Directives; BAE Systems (Operations) Limited Model
BAe 146-100A and -200A Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This 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
[[Page 49366]]
product. The MCAI describes the unsafe condition as:
The operation of the airbrake lever in the ``airbrakes out'' to
``lift spoiler'' range has been the subject of two occurrence
reports. The lift spoilers on the BAe 146 and Avro 146-RJ aeroplanes
have been designed to deploy on landing to provide aerodynamic
braking and to dump lift to ensure that the wheel brakes can provide
the necessary speed reduction.
* * * * *
The effects of deceleration and landing inertia loads can cause
uncommanded movement of the airbrake selector lever from the ``lift
spoiler'' position to the ``airbrakes out'' position, causing the
lift spoilers to retract during the landing roll. This condition, if
not corrected, would increase the landing distance, possibly
resulting in a runway overrun and consequent injury to aeroplane
occupants.
* * * * *
We are issuing this AD to require actions to correct the unsafe
condition on these products.
DATES: This AD becomes effective September 17, 2010.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of September
17, 2010.
ADDRESSES: You may examine the AD docket on the Internet at https://www.regulations.gov or in person at the U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC.
FOR FURTHER INFORMATION CONTACT: Todd Thompson, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-1175; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would apply to the specified products.
That NPRM was published in the Federal Register on April 30, 2010 (75
FR 22710). That NPRM proposed to correct an unsafe condition for the
specified products. The MCAI states:
The operation of the airbrake lever in the ``airbrakes out'' to
``lift spoiler'' range has been the subject of two occurrence
reports. The lift spoilers on the BAe 146 and Avro 146-RJ aeroplanes
have been designed to deploy on landing to provide aerodynamic
braking and to dump lift to ensure that the wheel brakes can provide
the necessary speed reduction.
A review of the changing operational profile of the aeroplane
type concluded that its proven short field performance has
increasingly been exploited in recent years by a number of operators
worldwide. Frequently, these short field operations are conducted
from airports that are located in mountainous terrain or in close
proximity to bodies of water, leaving fewer margins for error, e.g.
landing long or at (too) high speed.
The effects of deceleration and landing inertia loads can cause
uncommanded movement of the airbrake selector lever from the ``lift
spoiler'' position to the ``airbrakes out'' position, causing the
lift spoilers to retract during the landing roll. This condition, if
not corrected, would increase the landing distance, possibly
resulting in a runway overrun and consequent injury to aeroplane
occupants.
On certain BAe 146 aeroplanes, without modifications HCM00889A
and B or modifications HCM00889A and C incorporated, negligible
force is required to move the airbrake lever back to the ``airbrakes
out'' position. From 1988 onwards, modifications were introduced on
the production line to incorporate a modified friction baulking
device such that a force of 12 lbs must be applied to move the
airbrake lever from the ``lift spoiler'' position to the ``airbrakes
out'' position. These modifications were also made available as an
optional in-service retrofit.
For the reasons described above, this AD requires the
modification of the airbrake lever detent mechanism.
You may obtain further information by examining the MCAI in the AD
docket.
Comments
We gave the public the opportunity to participate in developing
this AD. We received no comments on the NPRM or on the determination of
the cost to the public.
Explanation of Change to Applicability
We have revised the applicability of the existing AD to identify
model designations as published in the most recent type certificate
data sheet for the affected models.
Conclusion
We reviewed the available data, and determined that air safety and
the public interest require adopting the AD with the changes described
previously. We determined that these changes will not increase the
economic burden on any operator or increase the scope of the AD.
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 required different actions in this AD from those
in the MCAI in order to follow our FAA policies. Any such differences
are highlighted in a Note within the AD.
Costs of Compliance
We estimate that this AD will affect 1 product of U.S. registry. We
also estimate that it will take about 11 work-hours per product to
comply with the basic requirements of this AD. The average labor rate
is $85 per work-hour. Required parts will cost about $7,000 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 parts. 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 this AD to the
U.S. operator to be $7,935.
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 AD will not have federalism implications
under Executive Order 13132. This AD will 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 AD:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
[[Page 49367]]
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 AD and placed it in the AD docket.
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 the NPRM, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
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]
0
2. The FAA amends Sec. 39.13 by adding the following new AD:
2010-16-09 BAE Systems (Operations) Limited: Amendment 39-16386.
Docket No. FAA-2010-0434; Directorate Identifier 2009-NM-221-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective
September 17, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to BAE Systems (Operations) Limited Model
BAe 146-100A and -200A airplanes, certificated in any category,
serial numbers as listed in British Aerospace 146 Modification
Service Bulletin 27-73-00889A&B, Revision 4, dated June 15, 1990.
Subject
(d) Air Transport Association (ATA) of America Code 27: Flight
Controls.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
The operation of the airbrake lever in the ``airbrakes out'' to
``lift spoiler'' range has been the subject of two occurrence
reports. The lift spoilers on the BAe 146 and Avro 146-RJ aeroplanes
have been designed to deploy on landing to provide aerodynamic
braking and to dump lift to ensure that the wheel brakes can provide
the necessary speed reduction.
A review of the changing operational profile of the aeroplane
type concluded that its proven short field performance has
increasingly been exploited in recent years by a number of operators
worldwide. Frequently, these short field operations are conducted
from airports that are located in mountainous terrain or in close
proximity to bodies of water, leaving fewer margins for error, e.g.
landing long or at (too) high speed.
The effects of deceleration and landing inertia loads can cause
uncommanded movement of the airbrake selector lever from the ``lift
spoiler'' position to the ``airbrakes out'' position, causing the
lift spoilers to retract during the landing roll. This condition, if
not corrected, would increase the landing distance, possibly
resulting in a runway overrun and consequent injury to aeroplane
occupants.
On certain BAe 146 aeroplanes, without modifications HCM00889A
and B or modifications HCM00889A and C incorporated, negligible
force is required to move the airbrake lever back to the ``airbrakes
out'' position. From 1988 onwards, modifications were introduced on
the production line to incorporate a modified friction baulking
device such that a force of 12 lbs must be applied to move the
airbrake lever from the ``lift spoiler'' position to the ``airbrakes
out'' position. These modifications were also made available as an
optional in-service retrofit.
For the reasons described above, this AD requires the
modification of the airbrake lever detent mechanism.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Actions
(g) Do the following actions.
(1) Within 12 months after the effective date of this AD, modify
the airbrake lever detent mechanism, in accordance with the
Accomplishment Instructions of British Aerospace 146 Modification
Service Bulletin 27-73-00889A&B, Revision 4, dated June 15, 1990.
(2) Modifying the airbrake lever detent mechanism is also
acceptable for compliance with paragraph (g)(1) of this AD, if done
before the effective date of this AD, in accordance with the
Accomplishment Instructions of British Aerospace 146 Modification
Service Bulletin 27-73-00889A&B, Revision 3, dated August 1, 1989.
FAA AD Differences
Note 1: This AD differs from the MCAI and/or service information
as follows: While European Aviation Safety Agency (EASA) AD 2009-
0206, dated September 30, 2009, considers Revision 0, 1, or 2 of
British Aerospace 146 Modification Service Bulletin 27-73-00889A&B
as an acceptable method of compliance, this AD does not. However,
operators may request approval of an alternative method of
compliance in accordance with the procedures specified in paragraph
(h)(1) of this AD.
Other FAA AD Provisions
(h) 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: Todd
Thompson, Aerospace Engineer, International Branch, ANM-116,
Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; telephone (425) 227-1175; fax (425) 227-1149.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(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 (44
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has
approved the information collection requirements and has assigned
OMB Control Number 2120-0056.
Related Information
(i) Refer to MCAI EASA Airworthiness Directive 2009-0206, dated
September 30, 2009; and British Aerospace 146 Modification Service
Bulletin 27-73-00889A&B, Revision 4, dated June 15, 1990; for
related information.
Material Incorporated by Reference
(j) You must use British Aerospace 146 Modification Service
Bulletin 27-73-00889A&B, Revision 4, dated June 15, 1990, to do the
actions required by this AD, unless the AD specifies otherwise.
British Aerospace 146 Modification Service Bulletin 27-73-00889A&B,
Revision 4, contains the following effective pages:
[[Page 49368]]
----------------------------------------------------------------------------------------------------------------
Revision level
Page No. shown on page Date shown on page
----------------------------------------------------------------------------------------------------------------
1, 3-4, 7, 15-16, 19............................ 4 June 15, 1990.
2............................................... 3 August 1, 1989.
5, 8-12, 17-18, 20.............................. 1 August 10, 1988.
6, 13-14........................................ 2 June 27, 1989.
----------------------------------------------------------------------------------------------------------------
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact BAE
Systems (Operations) Limited, Customer Information Department,
Prestwick International Airport, Ayrshire, KA9 2RW, Scotland, United
Kingdom; telephone +44 1292 675207; fax +44 1292 675704; e-mail
RApublications@baesystems.com; Internet https://www.baesystems.com/Businesses/RegionalAircraft/index.htm.
(3) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221.
(4) You may also review copies of the service information that
is incorporated by reference at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call 202-741-6030, or go to: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on July 28, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-19329 Filed 8-12-10; 8:45 am]
BILLING CODE 4910-13-P
