[Federal Register Volume 62, Number 183 (Monday, September 22, 1997)]
[Proposed Rules]
[Pages 49458-49460]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-25041]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 96-NM-187-AD]
RIN 2120-AA64
Airworthiness Directives; British Aerospace Model BAC 1-11 200
and 400 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the supersedure of an existing
airworthiness directive (AD), that is applicable to all British
Aerospace Model BAC 1-11 200 and 400 series airplanes, that currently
requires a one-time inspection to determine the tension of the control
cables of the thrust reversers, and to detect breakage, damage, wear,
or signs of corrosion; and corrective actions, if necessary. This
action would require that the inspections be repeated at certain
intervals. This proposal is prompted by issuance of mandatory
continuing airworthiness information by a foreign civil airworthiness
authority. The actions specified by the proposed AD are intended to
prevent failure of the control cables, which may lead to the inability
of the thrust reverser to deploy and/or an uncommanded deployment of
the thrust reverser while the airplane is in flight.
DATES: Comments must be received by October 17, 1997.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 96-NM-187-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except
Federal holidays.
The service information referenced in the proposed rule may be
obtained from British Aerospace (Operations) Ltd.,
[[Page 49459]]
trading as British Aerospace Airbus Ltd., P.O. Box 77, Bristol BS99
7AR, England. This information may be examined at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington.
FOR FURTHER INFORMATION CONTACT: Tim Backman, Aerospace Engineer,
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
227-2797; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 96-NM-187-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-103, Attention: Rules
Docket No. 96-NM-187-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
On August 4, 1994, the FAA issued AD 94-17-02, amendment 39-8997
(59 FR 41235, August 11, 1994) applicable to all British Aerospace
Model BAC 1-11 200 and 400 series airplanes, to require a one-time
inspection to determine the tension of the control cables of the thrust
reverser, and correction of the tension, if necessary; a one-time
inspection of the cables to detect breakage, damage, wear, or signs of
corrosion, and replacement of discrepant cables with serviceable
cables; and lubrication of the cables. That action was prompted by a
report of a frayed and corroded control cable. The requirements of that
AD are intended to prevent failure of the control cables, which may
lead to the inability of the thrust reverser to deploy, and
subsequently, adversely affect stopping distances and controllability
of the airplane on the runway during landing.
Actions Since Issuance of Previous Rule
Since the issuance of that AD, the Civil Aviation Authority (CAA),
which is the airworthiness authority of the United Kingdom, advises
that two in-service cable failures have resulted in uncommanded
deployment of the thrust reverser at engine power idle on the ground on
a Model BAC 1-11 500 series airplane. Corrosion, damage or wear of the
cables, if not corrected, could lead to cable failure and result in
inability of the thrust reverser to deploy and/or an uncommanded
deployment of the thrust reverser while the airplane is in flight.
The FAA has determined that additional inspections are necessary to
ensure the integrity of the thrust reverser control cables in the stub
wing.
Since the thrust reverser system on Model BAC 1-11 500 series
airplanes is similar in design to that of Model BAC 1-11 200 and 400
series airplanes, these airplanes are also subject to the same unsafe
condition.
Explanation of Relevant Service Information
British Aerospace has issued Alert Service Bulletin 76-A-PM6031,
dated January 18, 1995, which describes procedures for repetitive
inspections of the control cables of the thrust reverser to determine
the tension of the control cables, and correction of the tension, if
necessary; inspections of the control cables to detect breakage,
damage, wear, or signs of corrosion, and replacement of discrepant
control cables with serviceable cables; and lubrication of the cables.
The CAA classified this alert service bulletin as mandatory in order to
assure the continued airworthiness of these airplanes in the United
Kingdom.
FAA's Conclusions
This airplane model is manufactured in the United Kingdom and is
type certificated for operation in the United States under the
provisions of section 21.29 of the Federal Aviation Regulations (14 CFR
21.29) and the applicable bilateral airworthiness agreement. Pursuant
to this bilateral airworthiness agreement, the CAA has kept the FAA
informed of the situation described above. The FAA has examined the
findings of the CAA, reviewed all available information, and determined
that AD action is necessary for products of this type design that are
certificated for operation in the United States.
Explanation of Requirements of Proposed Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other airplanes of the same type design registered
in the United States, the proposed AD would require accomplishment of
the actions specified in the alert service bulletin described
previously.
Cost Impact
The FAA estimates that 42 airplanes of U.S. registry would be
affected by this proposed AD.
The actions currently required by AD 94-17-02 take approximately 3
work hours per airplane to accomplish, at an average labor rate of $60
per work hour. Based on these figures, the cost impact of AD 94-17-02
on U.S. operators is estimated to be $7,560, or $180 per airplane, per
inspection cycle.
The new actions that are proposed in this AD would take
approximately 3 work hours per airplane to accomplish, at an average
labor rate of $60 per work hour. Based on these figures, the cost
impact of the new AD on U.S. operators is estimated to be $7,560, or
$180 per airplane, per inspection cycle.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the proposed requirements
of this AD action, and that no operator would accomplish those actions
in the future if this AD were not adopted.
Regulatory Impact
The regulations proposed herein would not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this proposed
regulation (1) is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under the DOT
[[Page 49460]]
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);
and (3) if promulgated, 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. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (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. Section 39.13 is amended by removing amendment 39-8997 (59 FR
41235, August 11, 1994), and by adding a new airworthiness directive
(AD), to read as follows:
British Aerospace: Docket : 96-NM-187-AD. Supersedes AD 94-17-02,
Amendment 39-8997.
Applicability: All Model BAC 1-11 200 and 400 series airplanes,
certificated in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (c) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent failure of the thrust reverser control cables, which
may lead to the inability of the thrust reverser to deploy and/or an
uncommanded thrust reverser deployment while the airplane is in
flight, accomplish the following:
(a) Within 100 hours time-in-service or 30 days after the
effective date of this AD, whichever occurs first, perform an
inspection to determine the tension of the control cables of the
thrust reverser, in accordance with British Aerospace, Alert Service
Bulletin 76-A-PM6031, dated January 18, 1995. If the tension of any
control cable is outside the limits specified in the alert service
bulletin, prior to further flight, correct the tension of that cable
in accordance with the alert service bulletin. Thereafter, repeat
the inspection at intervals not to exceed 2,400 hours time-in-
service or 12 months, whichever occurs first.
(b) Within 100 hours time-in-service or 30 days after the
effective date of this AD, whichever occurs first, perform an
inspection to detect breakage, damage, wear, or signs of corrosion
(swelling) of the control cable of the thrust reverser, in
accordance with British Aerospace Alert Service Bulletin 76-A-
PM6031, dated January 18, 1995.
(1) If no discrepancy is found, prior to further flight,
lubricate the cables in accordance with the alert service bulletin.
Thereafter, repeat the inspection at intervals not to exceed 2,400
hours time-in-service or 12 months, whichever occurs first.
(2) If any control cable is damaged, is worn beyond the limits
specified in the alert service bulletin, is corroded, or has a
broken wire, prior to further flight, replace the discrepant cable
with a serviceable cable, and lubricate the cables in accordance
with the alert service bulletin. Thereafter, repeat the inspection
at intervals not to exceed 2400 hours time-in-service or 12 months
after the effective date of this AD, whichever occurs first.
(c) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Standardization Branch, ANM-113,
FAA, Transport Airplane Directorate. Operators shall submit their
requests through an appropriate FAA Principal Maintenance Inspector,
who may add comments and then send it to the Manager,
Standardization Branch, ANM-113.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Standardization Branch, ANM-113.
(d) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
Issued in Renton, Washington, on September 15, 1997.
James V. Devany,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 97-25041 Filed 9-19-97; 8:45 am]
BILLING CODE 4910-13-P