[Federal Register Volume 76, Number 215 (Monday, November 7, 2011)]
[Proposed Rules]
[Pages 68668-68671]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-28756]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-1169; Directorate Identifier 2010-NM-050-AD]
RIN 2120-AA64
Airworthiness Directives; Fokker Services B.V. Model F.28 Mark
0100 Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed AD results from mandatory
continuing airworthiness information (MCAI) originated by an aviation
authority of another country to identify and correct an unsafe
condition on an aviation product. The MCAI describes the unsafe
condition as:
[T]here have been a number of occurrences with Messier-Dowty MLG
[main landing gear] units where the main fitting failed, due to
fatigue cracking in the area of the filler and bleeder holes, and
occurrences where the sliding member failed, due to fatigue cracking
at the area of chrome run-out/lower radius of the sliding tube
portion of the sliding member.
Investigation has revealed that the most probable cause of * * *
cracks is high compressive stress during braking at higher
deceleration levels outside the regular fatigue load spectrum. [T]he
high compressive stress locally exceeds the elasticity limit of the
material, leaving a residual tensile stress at release of the heavy
braking load. Subsequently, this local residual tensile stress
results in a negative effect on the fatigue life of the component.
This condition, if not detected and corrected, could lead to
failure of the MLG, possibly resulting in loss of control of the
aeroplane during the landing rollout. * * *
* * * * *
The proposed AD would require actions that are intended to address the
unsafe condition described in the MCAI.
DATES: We must receive comments on this proposed AD by December 22,
2011.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-40, 1200 New
Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For Fokker service information identified in this proposed AD,
contact Fokker Services B.V., Technical Services Dept., P.O. Box 231,
2150 AE Nieuw-Vennep, the Netherlands; telephone: +31 (0)252-627-350;
fax: +31 (0)252-627-211; email:
[email protected]; Internet: http://www.myfokkerfleet.com.
For Messier-Dowty service information identified in this proposed
AD, contact Messier Services Americas, Customer Support Center, 45360
Severn Way, Sterling, Virginia 20166-8910; telephone: (703) 450-8233;
fax: (703) 404-1621; Internet: https://techpubs.services.messier-dowty.com.
You may review copies of the referenced 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.
Examining the AD Docket
You may examine the AD docket on the Internet at http://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
[[Page 68669]]
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-2011-1169;
Directorate Identifier 2010-NM-050-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 http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, has issued EASA
Airworthiness Directive 2009-0269R1, dated March 11, 2010 (referred to
after this as ``the MCAI''), to correct an unsafe condition for the
specified products. The MCAI states:
Since introduction of the F28 Mark 0100 aeroplane into airline
service, there have been a number of occurrences with Messier-Dowty
MLG [main landing gear] units where the main fitting failed, due to
fatigue cracking in the area of the filler and bleeder holes, and
occurrences where the sliding member failed, due to fatigue cracking
at the area of chrome run-out/lower radius of the sliding tube
portion of the sliding member.
Investigation has revealed that the most probable cause of both
the main fitting and sliding member cracks is high compressive
stress during braking at higher deceleration levels outside the
regular fatigue load spectrum. Starting at deceleration stress
levels somewhat below limit load, the high compressive stress
locally exceeds the elasticity limit of the material, leaving a
residual tensile stress at release of the heavy braking load.
Subsequently, this local residual tensile stress results in a
negative effect on the fatigue life of the component.
This condition, if not detected and corrected, could lead to
failure of the MLG, possibly resulting in loss of control of the
aeroplane during the landing rollout. To address this unsafe
condition, the Civil Aviation Authority of the Netherlands (CAA-NL)
issued AD NL-2005-012 (EASA approval 2005-6363) [which corresponds
to FAA 2007-04-23, Amendment 39-14956 (72 FR 8615, February 27,
2007)] to require repetitive inspections of the sliding member
(Fokker Services SBF100-32-144) and AD NL-2006-003 (EASA approval
2006-0041) to require repetitive inspections of the main fitting
(Fokker Services SBF100-32-146). Messier-Dowty has now developed a
modification, resulting in a strengthened sliding member and a
strengthened main fitting, which is the terminating action for these
repetitive inspections.
For the reasons described above, this [EASA] AD requires the
modification and reidentification of the affected MLG units, or
replacement of the affected MLG units with modified units.
This [EASA] AD has been revised to * * * state that modification
of an aeroplane * * * also constitutes terminating action for the
actions required by CAA-NL AD (BLA) 2002-115/2 dated October 8, 2004
[which partially corresponds to FAA AD 2008-20-03, Amendment 39-
15682 (73 FR 56452, September 29, 2008)].
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 SBF100-32-155, dated July 23,
2009;
Fokker Service Bulletin SBF100-32-097, dated September 30,
1995;
Fokker Service Bulletin SBF100-32-132, dated December 5,
2001; and
Fokker Service Bulletin SBF100-32-156, Revision 1, dated
June 29, 2009.
Messier-Dowty has issued Service Bulletin F100-32-112, dated July
17, 2009. The actions described in this service information are
intended to correct the unsafe condition identified in the MCAI.
FAA's Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to our bilateral agreement with the State of Design Authority, we have
been notified of the unsafe condition described in the MCAI and service
information referenced above. We are proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Differences Between This AD and the MCAI or Service Information
We have reviewed the MCAI and related service information and, in
general, agree with their substance. But we might have found it
necessary to use different words from those in the MCAI to ensure the
AD is clear for U.S. operators and is enforceable. In making these
changes, we do not intend to differ substantively from the information
provided in the MCAI and related service information.
We might also have proposed different actions in this AD from those
in the MCAI in order to follow FAA policies. Any such differences are
highlighted in a NOTE within the proposed AD.
Costs of Compliance
Based on the service information, we estimate that this proposed AD
would affect about 4 products of U.S. registry. We also estimate that
it would take about 30 work-hours per product to comply with the basic
requirements of this proposed AD. The average labor rate is $85 per
work-hour. Required parts would cost about $520,000 per product. Where
the service information lists required parts costs that are covered
under warranty, we have assumed that there will be no charge for these
costs. As we do not control warranty coverage for affected parties,
some parties may incur costs higher than estimated here. Based on these
figures, we estimate the cost of the proposed AD on U.S. operators to
be $2,090,200, or $522,550 per product.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
[[Page 68670]]
Regulatory Findings
We determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, 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.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new AD:
Fokker Services B.V.: Docket No. FAA-2011-1169; Directorate
Identifier 2010-NM-050-AD.
Comments Due Date
(a) We must receive comments by December 22, 2011.
Affected ADs
(b) This AD affects: AD 98-06-26, Amendment 39-10404 (63 FR
13502, March 20, 1998); AD 98-13-32, Amendment 39-10623 (63 FR
34581, June 25, 1998); AD 2004-14-01, Amendment 39-13710 (69 FR
41391, July 9, 2004); AD 2007-04-23, Amendment 39-14956 (72 FR 8615,
February 27, 2007); AD 2008-20-03, Amendment 39-15682 (73 FR 56452,
September 29, 2008); and AD 2010-21-12, Amendment 39-16472 (75 FR
63042, October 14, 2010).
Applicability
(c) This AD applies to Fokker Services B.V. Model F.28 Mark 0100
airplanes, certificated in any category, all serial numbers,
equipped with Messier-Dowty (formerly Dowty-Rotol, Dowty Aerospace
Gloucester) main landing gear (MLG).
Subject
(d) Air Transport Association (ATA) of America Code 32: Landing
Gear.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
[T]here have been a number of occurrences with Messier-Dowty MLG
[main landing gear] units where the main fitting failed, due to
fatigue cracking in the area of the filler and bleeder holes, and
occurrences where the sliding member failed, due to fatigue cracking
at the area of chrome run-out/lower radius of the sliding tube
portion of the sliding member.
Investigation has revealed that the most probable cause of * * *
cracks is high compressive stress during braking at higher
deceleration levels outside the regular fatigue load spectrum. [T]he
high compressive stress locally exceeds the elasticity limit of the
material, leaving a residual tensile stress at release of the heavy
braking load. Subsequently, this local residual tensile stress
results in a negative effect on the fatigue life of the component.
This condition, if not detected and corrected, could lead to
failure of the MLG, possibly resulting in loss of control of the
aeroplane during the landing rollout. * * *
* * * * *
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) Within 48 months after the effective date of this AD, do an
inspection of the MLG to determine whether Messier-Dowty (formerly
Dowty-Rotol, Dowty Aerospace Gloucester) main landing gear (MLG)
units having Part Number (P/N) 201072011, 201072012, 201072013,
201072014, 201072015, or 201072016 are installed on the airplane. A
review of airplane maintenance records is acceptable in lieu of this
inspection if the part number of the MLG unit can be conclusively
determined from that review. If any of those part numbers is found,
do the requirements of paragraph (h) of this AD.
(h) If, during the inspection required by paragraph (g) of this
AD, any Messier-Dowty (formerly Dowty-Rotol, Dowty Aerospace
Gloucester) main landing gear (MLG) units having Part Number (P/N)
201072011, 201072012, 201072013, 201072014, 201072015, or 201072016
are found, within 48 months after the effective date of this AD, do
the actions specified in paragraph (h)(1) or (h)(2) of this AD.
(1) Replace each MLG unit having P/N 201072011, 201072012,
201072013, 201072014, 201072015, or 201072016, with a MLG unit
having P/N 201072017, P/N 201072019, or P/N 201072021 (for LH), as
applicable; or P/N 201072018, P/N 201072020 or P/N 201072022 (for
RH), as applicable; in accordance with the Accomplishment
Instructions of Fokker Service Bulletin SBF100-32-155, dated July
23, 2009, and do the actions required in paragraph (j) of this AD.
(2) Modify and re-identify each affected MLG unit identified in
paragraph (c) of this AD, in accordance with the Accomplishment
Instructions of Messier-Dowty Service Bulletin F100-32-112, dated
July 17, 2009, and do the actions required in paragraph (j) of this
AD.
Parts Installation
(i) As of the effective date of this AD, no person may install
on any airplane a MLG unit having P/N 201072011, P/N 201072012, P/N
201072013, P/N 201072014, P/N 201072015, or P/N 201072016.
Removing Placard and Airplane Flight Manual Amendment
(j) Before further flight after accomplishing the actions
required by paragraph (h) of this AD, remove the airplane flight
manual amendment and placard that were installed as required by AD
2008-20-03, Amendment 39-15682 (73 FR 56452, September 29, 2008).
Prior or Concurrent Actions
(k) Prior to or concurrently with the action (replacement or
modification) as required by paragraph (h) of this AD, accomplish
the following actions:
(1) Install the torque link spacer with changed outer diameter,
in accordance with the Accomplishment Instructions of Fokker Service
Bulletin SBF100-32-097, dated September 30, 1995.
(2) Remove, if installed, the water spray deflectors, in
accordance with the Accomplishment Instructions of Fokker Service
Bulletin SBF100-32-132, dated December 5, 2001.
(3) Replace all P/N AE70690E, P/N AE70691E, P/N AE99111E, and P/
N AE99119E brake quick-disconnect couplings with improved units in
accordance with Part 2 of the Accomplishment Instructions of Fokker
Service Bulletin SBF100-32-156, Revision 1, dated June 29, 2009.
Accomplishing the actions required by this paragraph terminates the
requirements of AD 2010-21-12, Amendment 39-16472 (75 FR 63042,
October 14, 2010) for that airplane only.
ADs Affected by Accomplishment of Paragraph (h) of This AD
(l) Accomplishing the actions required by paragraph (h) of this
AD terminates the requirements of the following ADs for that
airplane only: AD 98-06-26, Amendment 39-10404 (63 FR 13502, March
20, 1998); AD 98-13-32, Amendment 39-10623 (63 FR 34581, June 25,
1998); AD 2007-04-23, Amendment 39-14956 (72 FR 8615, February 27,
2007); and AD 2008-20-03, Amendment 39-15682 (73 FR 56452, September
29, 2008).
[[Page 68671]]
Other AD Affected by Accomplishment of Paragraph (h) of This AD
(m) Accomplishing the actions required by paragraph (h) of this
AD terminates the requirements of AD 2004-14-01, Amendment 39-13710
(69 FR 41391, July 9, 2004), for that airplane only.
FAA AD Differences
Note 1: This AD differs from the MCAI and/or service information
as follows: No differences.
Other FAA AD Provisions
(n) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. Send information to ATTN: Tom
Rodriguez, Aerospace Engineer, International Branch, ANM-116,
Transport Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton,
Washington 98057-3356; telephone: (425) 227-1137; fax: (425) 227-
1149. Before using any approved AMOC, 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.
Related Information
(o) Refer to MCAI European Aviation Safety Agency (EASA)
Airworthiness Directive 2009-0269R1, dated March 11, 2010; Fokker
Service Bulletins SBF100-32-155, dated July 23, 2009, SBF100-32-097,
dated September 30, 1995, SBF100-32-132, dated December 5, 2001, and
SBF100-32-156, Revision 1, dated June 29, 2009; and Messier-Dowty
Service Bulletin F100-32-112, dated July 17, 2009; for related
information.
Issued in Renton, Washington, on October 26, 2011.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-28756 Filed 11-4-11; 8:45 am]
BILLING CODE 4910-13-P