Airworthiness Directives; Fokker Services B.V. Airplanes, 63132-63135 [2013-24795]
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Federal Register / Vol. 78, No. 205 / Wednesday, October 23, 2013 / Proposed Rules
P/N 57034–08A050215, or P/N 57034–
09A050270, on any airplane.
DEPARTMENT OF TRANSPORTATION
(i) Credit for Previous Actions
This paragraph provides credit for the
actions specified in paragraph (g) of this AD,
if those actions were performed before the
effective date of this AD using Boeing Alert
Service Bulletin 777–35A0029, dated June 6,
2012, provided that the low-pressure oxygen
hoses described in Boeing Alert Service
Bulletin 777–35A0029, Revision 1, dated
April 29, 2013, were replaced with new nonconductive low-pressure oxygen hoses.
Boeing Alert Service Bulletin 777–35A0029,
dated June 6, 2012, is not incorporated by
reference in this AD.
Federal Aviation Administration
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(j) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle 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. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in
paragraph (k) of this AD. Information may be
emailed to 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes ODA that has
been authorized by the Manager, Seattle
ACO, to make those findings. For a repair
method to be approved, the repair must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(k) Related Information
(1) For more information about this AD,
Susan L. Monroe, Aerospace Engineer, Cabin
Safety and Environmental Systems Branch,
ANM–150S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
phone: 425–917–6457; fax: 425–917–6590;
email: susan.l.monroe@faa.gov.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5680;
Internet https://www.myboeingfleet.com. You
may review copies of the referenced service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton,
WA. For information on the availability of
this material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on
September 30, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2013–24794 Filed 10–22–13; 8:45 am]
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14 CFR Part 39
[Docket No. FAA–2013–0865; Directorate
Identifier 2012–NM–199–AD]
RIN 2120–AA64
Airworthiness Directives; Fokker
Services B.V. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
Fokker Services B.V. Model F.28 Mark
0070 and 0100 airplanes. This proposed
AD was prompted by an evaluation by
the design approval holder (DAH)
indicating that the butt-joints on the
forward fuselage above the passenger
door are subject to widespread fatigue
damage (WFD). This proposed AD
would require inspecting the forward
fuselage butt-joints for cracking,
repairing any crack, and eventually
doing a terminating repair. We are
proposing this AD to prevent fatigue
cracking of such butt-joints, which
could result in reduced structural
integrity of the airplane and in-flight
decompression of the airplane.
DATES: We must receive comments on
this proposed AD by December 9, 2013.
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
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Fokker
Services B.V., Technical Services Dept.,
P.O. Box 1357, 2130 EL Hoofddorp, the
Netherlands; telephone +31 (0)88–6280–
350; fax +31 (0)88–6280–111; email
technicalservices@fokker.com; Internet
https://www.myfokkerfleet.com. You may
review copies of the referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue
SW., Renton, WA. For information on
SUMMARY:
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Sfmt 4702
the availability of this material at the
FAA, call 425–227–1221.
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 MCAI,
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–2013–0865; Directorate Identifier
2012–NM–199–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
Structural fatigue damage is
progressive. It begins as minute cracks,
and those cracks grow under the action
of repeated stresses. This can happen
because of normal operational
conditions and design attributes, or
because of isolated situations or
incidents such as material defects, poor
fabrication quality, or corrosion pits,
dings, or scratches. Fatigue damage can
occur locally, in small areas or
structural design details, or globally.
Global fatigue damage is general
degradation of large areas of structure
with similar structural details and stress
levels. Multiple-site damage is global
damage that occurs in a large structural
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Federal Register / Vol. 78, No. 205 / Wednesday, October 23, 2013 / Proposed Rules
element such as a single rivet line of a
lap splice joining two large skin panels.
Global damage can also occur in
multiple elements such as adjacent
frames or stringers. Multiple-sitedamage and multiple-element-damage
cracks are typically too small initially to
be reliably detected with normal
inspection methods. Without
intervention, these cracks will grow,
and eventually compromise the
structural integrity of the airplane, in a
condition known as WFD. As an
airplane ages, WFD will likely occur,
and will certainly occur if the airplane
is operated long enough without any
intervention.
The FAA’s WFD final rule (75 FR
69746, November 15, 2010) became
effective on January 14, 2011. The WFD
rule requires certain actions to prevent
catastrophic failure due to WFD
throughout the operational life of
certain existing transport category
airplanes and all of these airplanes that
will be certificated in the future. For
existing and future airplanes subject to
the WFD rule, the rule requires that
design approval holders establish a limit
of validity (LOV) of the engineering data
that support the structural maintenance
program. Operators affected by the WFD
rule may not fly an airplane beyond its
LOV, unless an extended LOV is
approved.
The WFD rule (75 FR 69746,
November 15, 2010) does not require
identifying and developing maintenance
actions if the DAHs can show that such
actions are not necessary to prevent
WFD before the airplane reaches the
LOV. Many LOVs, however, do depend
on accomplishment of future
maintenance actions. As stated in the
WFD rule, any maintenance actions
necessary to reach the LOV will be
mandated by airworthiness directives
through separate rulemaking actions.
In the context of WFD, this approach
is necessary to enable design approval
holders to propose LOVs that allow
operators the longest operational lives
for their airplanes, and still ensure that
WFD will not occur. This approach
allows for an implementation strategy
that provides flexibility to DAHs in
determining the timing of service
information development (with FAA
approval), while providing operators
with certainty regarding the LOV
applicable to their airplanes.
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2012–0218,
dated October 19, 2012 (referred to after
this as the Mandatory Continuing
Airworthiness Information, or ‘‘the
MCAI’’), to correct an unsafe condition
for the specified products. The MCAI
states:
A report has been received of a crack,
detected in a butt-joint on the forward
fuselage of an F28 Mark 0100 aeroplane,
above the passenger door. Investigation
results revealed that, depending on the
configuration of the aeroplane, four butt
joints in the forward fuselage can be affected,
at stringers 8, 37, 42 and 67 between fuselage
stations 3850 and 5305.
This condition, if not detected and
corrected, can result in an exponential crack
growth rate, possibly leading to failure of the
butt-joint over a certain length and
consequent in-flight decompression of the
aeroplane.
For the reasons described above, this
[EASA] AD requires a one-time inspection
[low frequency eddy current] of the forward
fuselage butt joints for cracks and, depending
on findings, accomplishment of a temporary
repair [including a detailed inspection for
cracks in the butt strap on the inside of the
applicable joint, and corrective actions if
necessary] and reporting the findings to
Fokker Services. In addition, this AD requires
a permanent repair/modification [and a
detailed inspection for cracks in the butt
strap on the inside of the applicable joint,
and corrective actions if necessary].
*
*
*
*
*
Corrective actions include removing
the cracked part of the butt joint and
installing an insert, and installing of an
external repair strap. 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 SBF100–53–
118, Revision 2, dated October 16, 2012;
63133
and Fokker Service Bulletin SBF100–
53–119, Revision 2, dated May 8, 2013.
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
The MCAI specifies an alternative
detailed visual inspection of the buttjoints from the inside of the fuselage.
This proposed AD would not allow that
inspection, and the difference has been
coordinated with EASA.
Explanation of Compliance Time
The compliance time for the
modification specified in this proposed
AD for addressing WFD was established
to ensure that discrepant structure is
modified before WFD develops in
airplanes. Standard inspection
techniques cannot be relied on to detect
WFD before it becomes a hazard to
flight. We will not grant any extensions
of the compliance time to complete any
AD-mandated service bulletin related to
WFD without extensive new data that
would substantiate and clearly warrant
such an extension.
Costs of Compliance
We estimate that this proposed AD
affects 4 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD:
ESTIMATED COSTS
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Action
Labor cost
Parts cost
Cost per
product
Cost on U.S.
operators
Inspection .........................................................................................................
127 workhours × $85
per hour =
$10,795
$0
$10,795
$43,180
We estimate the following costs to do
any necessary repairs that would be
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required based on the results of the
proposed inspection. We have no way of
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determining the number of aircraft that
might need these repairs:
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Federal Register / Vol. 78, No. 205 / Wednesday, October 23, 2013 / Proposed Rules
ON-CONDITION COSTS
Action
Labor cost
Parts cost
Cost per
product
Repair ..............................................
30 work-hours × $85 per hour = $2,550 ...................................................
$0
$2,550
Paperwork Reduction Act
A federal agency may not conduct or
sponsor, and a person is not required to
respond to, nor shall a person be subject
to penalty for failure to comply with a
collection of information subject to the
requirements of the Paperwork
Reduction Act unless that collection of
information displays a current valid
OMB control number. The control
number for the collection of information
required by this proposed AD is 2120–
0056. The paperwork cost associated
with this proposed AD has been
detailed in the Costs of Compliance
section of this document and includes
time for reviewing instructions, as well
as completing and reviewing the
collection of information. Therefore, all
reporting associated with this proposed
AD is mandatory. Comments concerning
the accuracy of this burden and
suggestions for reducing the burden
should be directed to the FAA at 800
Independence Ave., SW., Washington,
DC 20591. ATTN: Information
Collection Clearance Officer, AES–200.
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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
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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);
3. Will not affect intrastate aviation in
Alaska; and
4. 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, Incorporation by reference,
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–
2013–0865; Directorate Identifier 2012–
NM–199–AD.
(a) Comments Due Date
We must receive comments by December 9,
2013.
(b) Affected ADs
None.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
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Fmt 4702
This AD was prompted by an evaluation by
the design approval holder (DAH) indicating
that the butt-joints on the forward fuselage
above the passenger door are subject to
widespread fatigue damage (WFD). We are
issuing this AD to prevent fatigue cracking of
such butt-joints, which could result in
reduced structural integrity of the airplane
and in-flight decompression of the airplane.
(f) Compliance
You are responsible for having the actions
required by this AD performed within the
compliance times specified, unless the
actions have already been done.
(g) Inspection
Before the accumulation of 35,000 total
flight cycles, or within 8 months after the
effective date of this AD, whichever occurs
later: Do a low frequency eddy current
inspection for cracking of the forward
fuselage butt-joints, in accordance with the
Accomplishment Instructions of Fokker
Service Bulletin SBF100–53–118, Revision 2,
dated October 16, 2012.
(h) Repair
If any cracking is found during the
inspection specified in paragraph (g) of this
AD, before further flight, do the actions
specified in either paragraph (h)(1) or (h)(2)
of this AD.
(1) Accomplish a temporary repair,
including a detailed inspection for cracks in
the butt strap on the inside of the applicable
joint, and all applicable corrective actions, in
accordance with the Accomplishment
Instructions of Fokker Service Bulletin
SBF100–53–118, Revision 2, dated October
16, 2012.
(2) Do a terminating repair of the forward
fuselage butt-joints, including a detailed
inspection for cracks in the butt strap on the
inside of the applicable joint, and all
applicable corrective actions, in accordance
with the Accomplishment Instructions of
Fokker Service Bulletin SBF100–53–119,
Revision 2, dated May 8, 2013.
Accomplishing the terminating repair
specified in this paragraph is a method of
compliance with the terminating repair
required by paragraph (j) of this AD.
(i) Reporting
(c) Applicability
This AD applies to Fokker Services B.V.
Model F.28 Mark 0070 and 0100 airplanes,
certificated in any category, as identified in
Fokker Service Bulletin SBF100–53–118,
Revision 2, dated October 16, 2012.
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(e) Reason
Sfmt 4702
Submit a report of any crack findings from
the inspection specified in paragraph (g) of
this AD to Fokker Services, Hoeksteen 40,
2132 MS Hoofddorp, PO Box 1357, 2130 EL
Hoofddorp, The Netherlands; by using the
Reporting Form (figure 14 and figure 15, as
applicable) of Fokker Service Bulletin
SBF100–53–118, Revision 2, dated October
16, 2012; at the applicable time specified in
paragraph (i)(1) or (i)(2) of this AD.
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(1) If the inspection was done on or after
the effective date of this AD: Submit the
report within 30 days after the inspection.
(2) If the inspection was done before the
effective date of this AD: Submit the report
within 30 days after the effective date of this
AD.
(j) Terminating Repair
Before the accumulation 50,000 total flight
cycles, or within 8 months after the effective
date of this AD, whichever occurs later: Do
the terminating repair of the forward fuselage
butt-joints, including a detailed inspection
for cracks in the butt strap on the inside of
the applicable joint, and all applicable
corrective actions, in accordance with the
Accomplishment Instructions of Fokker
Service Bulletin SBF100–53–119, Revision 2,
dated May 8, 2013. Do all applicable
corrective actions before further flight.
(k) Credit for Previous Actions
(1) This paragraph provides credit for
applicable actions required by paragraphs (g)
and (h)(1) of this AD, if those actions were
performed before the effective date of this AD
using the service bulletins specified in
paragraphs (k)(1)(i) or (k)(1)(ii) of this AD,
which are not incorporated by reference in
this AD.
(i) Fokker Service Bulletin SBF100–53–
118, dated April 10, 2012.
(ii) Fokker Service Bulletin SBF100–53–
118, Revision 1, dated July 6, 2012.
(2) This paragraph provides credit for
actions required by paragraphs (h)(2) and (j)
of this AD, if those actions were performed
before the effective date of this AD using the
service bulletins specified in paragraphs
(k)(2)(i) or (k)(2)(ii) of this AD, which are not
incorporated by reference in this AD.
(i) Fokker Service Bulletin SBF100–53–
119, dated June 20, 2012.
(ii) Fokker Service Bulletin SBF100–53–
119, Revision 1, dated October 30, 2012.
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(l) Compliance Time Provisions
No alternative compliance times may be
used for the modification required by
paragraph (j) of this AD, unless extensive
new data are provided and the compliance
time is approved as an alternative method of
compliance (AMOC) in accordance with the
procedures specified in paragraph (m) of this
AD.
(m) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
In accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the International Branch, send it 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. Information may be emailed to: 9ANM-116-AMOC-REQUESTS@faa.gov.
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Before using any approved AMOC, notify
your appropriate principal inspector, or
lacking a principal inspector, the manager of
the local flight standards district office/
certificate holding 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: A federal
agency may not conduct or sponsor, and a
person is not required to respond to, nor
shall a person be subject to a penalty for
failure to comply with a collection of
information subject to the requirements of
the Paperwork Reduction Act unless that
collection of information displays a current
valid OMB Control Number. The OMB
Control Number for this information
collection is 2120–0056. Public reporting for
this collection of information is estimated to
be approximately 5 minutes per response,
including the time for reviewing instructions,
completing and reviewing the collection of
information. All responses to this collection
of information are mandatory. Comments
concerning the accuracy of this burden and
suggestions for reducing the burden should
be directed to the FAA at: 800 Independence
Ave. SW., Washington, DC 20591, Attn:
Information Collection Clearance Officer,
AES–200.
(n) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information European
Aviation Safety Agency Airworthiness
Directive 2012–0218, dated October 19, 2012,
for related information, which can be found
in the AD docket on the Internet at https://
www.regulations.gov.
(2) For service information identified in
this AD, contact Fokker Services B.V.,
Technical Services Dept., P.O. Box 1357,
2130 EL Hoofddorp, the Netherlands;
telephone +31 (0)88–6280–350; fax +31
(0)88–6280–111; email technicalservices@
fokker.com; Internet https://
www.myfokkerfleet.com. You may review
copies of the referenced service information
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on
September 30, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2013–24795 Filed 10–22–13; 8:45 am]
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63135
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–21236; Directorate
Identifier 2005–NM–011–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Proposed rule; withdrawal.
AGENCY:
The FAA withdraws a notice
of proposed rulemaking (NPRM) that
proposed a new airworthiness directive
(AD) for certain The Boeing Company
Model 767 airplanes equipped with
General Electric Model CF6–80C2
engines. The NPRM proposed to require
modifying a relay installation and
associated wiring of the engine cowl
anti-ice system and performing a
functional test of the thrust reverser
system. The NPRM also proposed to
require replacing the operational
program software of certain indicating/
recording systems. Since we issued the
NPRM, we have received new data that
indicate the unsafe condition would not
be adequately addressed by the
proposed action. The manufacturer has
issued new service information to
address the unsafe condition.
Consequently, we issued new
rulemaking action that positively
addresses the unsafe condition
identified in the NPRM, and eliminates
the need for the actions proposed in the
NPRM. Accordingly, the NPRM is
withdrawn.
DATES: As of October 23, 2013, the
proposed rule, which was published in
the Federal Register on May 18, 2005
(70 FR 28489), is withdrawn.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD action, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is the Document
Management Facility, U.S. Department
of Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Tung Tran, Aerospace Engineer,
Propulsion Branch, ANM–140S, FAA,
SUMMARY:
E:\FR\FM\23OCP1.SGM
23OCP1
Agencies
[Federal Register Volume 78, Number 205 (Wednesday, October 23, 2013)]
[Proposed Rules]
[Pages 63132-63135]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-24795]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0865; Directorate Identifier 2012-NM-199-AD]
RIN 2120-AA64
Airworthiness Directives; Fokker Services B.V. 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
certain Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes.
This proposed AD was prompted by an evaluation by the design approval
holder (DAH) indicating that the butt-joints on the forward fuselage
above the passenger door are subject to widespread fatigue damage
(WFD). This proposed AD would require inspecting the forward fuselage
butt-joints for cracking, repairing any crack, and eventually doing a
terminating repair. We are proposing this AD to prevent fatigue
cracking of such butt-joints, which could result in reduced structural
integrity of the airplane and in-flight decompression of the airplane.
DATES: We must receive comments on this proposed AD by December 9,
2013.
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 W12-140, 1200 New
Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Fokker Services B.V., Technical Services Dept., P.O. Box 1357, 2130 EL
Hoofddorp, the Netherlands; telephone +31 (0)88-6280-350; fax +31
(0)88-6280-111; email technicalservices@fokker.com; Internet https://www.myfokkerfleet.com. You may review copies of the referenced service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, WA. For information on the availability of this
material at the FAA, call 425-227-1221.
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 MCAI, 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-2013-0865;
Directorate Identifier 2012-NM-199-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
Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural
[[Page 63133]]
element such as a single rivet line of a lap splice joining two large
skin panels. Global damage can also occur in multiple elements such as
adjacent frames or stringers. Multiple-site-damage and multiple-
element-damage cracks are typically too small initially to be reliably
detected with normal inspection methods. Without intervention, these
cracks will grow, and eventually compromise the structural integrity of
the airplane, in a condition known as WFD. As an airplane ages, WFD
will likely occur, and will certainly occur if the airplane is operated
long enough without any intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent catastrophic failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that design
approval holders establish a limit of validity (LOV) of the engineering
data that support the structural maintenance program. Operators
affected by the WFD rule may not fly an airplane beyond its LOV, unless
an extended LOV is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this approach is necessary to enable design
approval holders to propose LOVs that allow operators the longest
operational lives for their airplanes, and still ensure that WFD will
not occur. This approach allows for an implementation strategy that
provides flexibility to DAHs in determining the timing of service
information development (with FAA approval), while providing operators
with certainty regarding the LOV applicable to their airplanes.
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, has issued EASA
Airworthiness Directive 2012-0218, dated October 19, 2012 (referred to
after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for the specified
products. The MCAI states:
A report has been received of a crack, detected in a butt-joint
on the forward fuselage of an F28 Mark 0100 aeroplane, above the
passenger door. Investigation results revealed that, depending on
the configuration of the aeroplane, four butt joints in the forward
fuselage can be affected, at stringers 8, 37, 42 and 67 between
fuselage stations 3850 and 5305.
This condition, if not detected and corrected, can result in an
exponential crack growth rate, possibly leading to failure of the
butt-joint over a certain length and consequent in-flight
decompression of the aeroplane.
For the reasons described above, this [EASA] AD requires a one-
time inspection [low frequency eddy current] of the forward fuselage
butt joints for cracks and, depending on findings, accomplishment of
a temporary repair [including a detailed inspection for cracks in
the butt strap on the inside of the applicable joint, and corrective
actions if necessary] and reporting the findings to Fokker Services.
In addition, this AD requires a permanent repair/modification [and a
detailed inspection for cracks in the butt strap on the inside of
the applicable joint, and corrective actions if necessary].
* * * * *
Corrective actions include removing the cracked part of the butt
joint and installing an insert, and installing of an external repair
strap. 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 SBF100-53-
118, Revision 2, dated October 16, 2012; and Fokker Service Bulletin
SBF100-53-119, Revision 2, dated May 8, 2013. 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
The MCAI specifies an alternative detailed visual inspection of the
butt-joints from the inside of the fuselage. This proposed AD would not
allow that inspection, and the difference has been coordinated with
EASA.
Explanation of Compliance Time
The compliance time for the modification specified in this proposed
AD for addressing WFD was established to ensure that discrepant
structure is modified before WFD develops in airplanes. Standard
inspection techniques cannot be relied on to detect WFD before it
becomes a hazard to flight. We will not grant any extensions of the
compliance time to complete any AD-mandated service bulletin related to
WFD without extensive new data that would substantiate and clearly
warrant such an extension.
Costs of Compliance
We estimate that this proposed AD affects 4 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Inspection.................................. 127 work-hours $0 $10,795 $43,180
x $85 per hour
= $10,795
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary repairs that
would be required based on the results of the proposed inspection. We
have no way of determining the number of aircraft that might need these
repairs:
[[Page 63134]]
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Repair.................................... 30 work-hours x $85 per hour = $0 $2,550
$2,550.
----------------------------------------------------------------------------------------------------------------
Paperwork Reduction Act
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a current valid OMB control number. The control
number for the collection of information required by this proposed AD
is 2120-0056. The paperwork cost associated with this proposed AD has
been detailed in the Costs of Compliance section of this document and
includes time for reviewing instructions, as well as completing and
reviewing the collection of information. Therefore, all reporting
associated with this proposed AD is mandatory. Comments concerning the
accuracy of this burden and suggestions for reducing the burden should
be directed to the FAA at 800 Independence Ave., SW., Washington, DC
20591. ATTN: Information Collection Clearance Officer, AES-200.
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);
3. Will not affect intrastate aviation in Alaska; and
4. 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, Incorporation by
reference, 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
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:
Fokker Services B.V.: Docket No. FAA-2013-0865; Directorate
Identifier 2012-NM-199-AD.
(a) Comments Due Date
We must receive comments by December 9, 2013.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Fokker Services B.V. Model F.28 Mark 0070 and
0100 airplanes, certificated in any category, as identified in
Fokker Service Bulletin SBF100-53-118, Revision 2, dated October 16,
2012.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Reason
This AD was prompted by an evaluation by the design approval
holder (DAH) indicating that the butt-joints on the forward fuselage
above the passenger door are subject to widespread fatigue damage
(WFD). We are issuing this AD to prevent fatigue cracking of such
butt-joints, which could result in reduced structural integrity of
the airplane and in-flight decompression of the airplane.
(f) Compliance
You are responsible for having the actions required by this AD
performed within the compliance times specified, unless the actions
have already been done.
(g) Inspection
Before the accumulation of 35,000 total flight cycles, or within
8 months after the effective date of this AD, whichever occurs
later: Do a low frequency eddy current inspection for cracking of
the forward fuselage butt-joints, in accordance with the
Accomplishment Instructions of Fokker Service Bulletin SBF100-53-
118, Revision 2, dated October 16, 2012.
(h) Repair
If any cracking is found during the inspection specified in
paragraph (g) of this AD, before further flight, do the actions
specified in either paragraph (h)(1) or (h)(2) of this AD.
(1) Accomplish a temporary repair, including a detailed
inspection for cracks in the butt strap on the inside of the
applicable joint, and all applicable corrective actions, in
accordance with the Accomplishment Instructions of Fokker Service
Bulletin SBF100-53-118, Revision 2, dated October 16, 2012.
(2) Do a terminating repair of the forward fuselage butt-joints,
including a detailed inspection for cracks in the butt strap on the
inside of the applicable joint, and all applicable corrective
actions, in accordance with the Accomplishment Instructions of
Fokker Service Bulletin SBF100-53-119, Revision 2, dated May 8,
2013. Accomplishing the terminating repair specified in this
paragraph is a method of compliance with the terminating repair
required by paragraph (j) of this AD.
(i) Reporting
Submit a report of any crack findings from the inspection
specified in paragraph (g) of this AD to Fokker Services, Hoeksteen
40, 2132 MS Hoofddorp, PO Box 1357, 2130 EL Hoofddorp, The
Netherlands; by using the Reporting Form (figure 14 and figure 15,
as applicable) of Fokker Service Bulletin SBF100-53-118, Revision 2,
dated October 16, 2012; at the applicable time specified in
paragraph (i)(1) or (i)(2) of this AD.
[[Page 63135]]
(1) If the inspection was done on or after the effective date of
this AD: Submit the report within 30 days after the inspection.
(2) If the inspection was done before the effective date of this
AD: Submit the report within 30 days after the effective date of
this AD.
(j) Terminating Repair
Before the accumulation 50,000 total flight cycles, or within 8
months after the effective date of this AD, whichever occurs later:
Do the terminating repair of the forward fuselage butt-joints,
including a detailed inspection for cracks in the butt strap on the
inside of the applicable joint, and all applicable corrective
actions, in accordance with the Accomplishment Instructions of
Fokker Service Bulletin SBF100-53-119, Revision 2, dated May 8,
2013. Do all applicable corrective actions before further flight.
(k) Credit for Previous Actions
(1) This paragraph provides credit for applicable actions
required by paragraphs (g) and (h)(1) of this AD, if those actions
were performed before the effective date of this AD using the
service bulletins specified in paragraphs (k)(1)(i) or (k)(1)(ii) of
this AD, which are not incorporated by reference in this AD.
(i) Fokker Service Bulletin SBF100-53-118, dated April 10, 2012.
(ii) Fokker Service Bulletin SBF100-53-118, Revision 1, dated
July 6, 2012.
(2) This paragraph provides credit for actions required by
paragraphs (h)(2) and (j) of this AD, if those actions were
performed before the effective date of this AD using the service
bulletins specified in paragraphs (k)(2)(i) or (k)(2)(ii) of this
AD, which are not incorporated by reference in this AD.
(i) Fokker Service Bulletin SBF100-53-119, dated June 20, 2012.
(ii) Fokker Service Bulletin SBF100-53-119, Revision 1, dated
October 30, 2012.
(l) Compliance Time Provisions
No alternative compliance times may be used for the modification
required by paragraph (j) of this AD, unless extensive new data are
provided and the compliance time is approved as an alternative
method of compliance (AMOC) in accordance with the procedures
specified in paragraph (m) of this AD.
(m) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, FAA, has the authority to approve
AMOCs for this AD, if requested using the procedures found in 14 CFR
39.19. In accordance with 14 CFR 39.19, send your request to your
principal inspector or local Flight Standards District Office, as
appropriate. If sending information directly to the International
Branch, send it 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. Information may be emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any approved AMOC, notify
your appropriate principal inspector, or lacking a principal
inspector, the manager of the local flight standards district
office/certificate holding 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: A federal agency may not conduct or
sponsor, and a person is not required to respond to, nor shall a
person be subject to a penalty for failure to comply with a
collection of information subject to the requirements of the
Paperwork Reduction Act unless that collection of information
displays a current valid OMB Control Number. The OMB Control Number
for this information collection is 2120-0056. Public reporting for
this collection of information is estimated to be approximately 5
minutes per response, including the time for reviewing instructions,
completing and reviewing the collection of information. All
responses to this collection of information are mandatory. Comments
concerning the accuracy of this burden and suggestions for reducing
the burden should be directed to the FAA at: 800 Independence Ave.
SW., Washington, DC 20591, Attn: Information Collection Clearance
Officer, AES-200.
(n) Related Information
(1) Refer to Mandatory Continuing Airworthiness Information
European Aviation Safety Agency Airworthiness Directive 2012-0218,
dated October 19, 2012, for related information, which can be found
in the AD docket on the Internet at https://www.regulations.gov.
(2) For service information identified in this AD, contact
Fokker Services B.V., Technical Services Dept., P.O. Box 1357, 2130
EL Hoofddorp, the Netherlands; telephone +31 (0)88-6280-350; fax +31
(0)88-6280-111; email technicalservices@fokker.com; Internet https://www.myfokkerfleet.com. You may review copies of the referenced
service information at the FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, WA. For information on the availability of
this material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on September 30, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-24795 Filed 10-22-13; 8:45 am]
BILLING CODE 4910-13-P