[Federal Register Volume 60, Number 42 (Friday, March 3, 1995)]
[Proposed Rules]
[Pages 11945-11947]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-5242]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 95-NM-05-AD]


Airworthiness Directives; Fokker Model F28 Mark 0100 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the adoption of a new airworthiness 
directive (AD) that is applicable to certain Fokker Model F28 Mark 0100 
series airplanes. This proposal would require an inspection to 
determine the adequacy of clearance between the normal maximum (second) 
detent for the reverse thrust control and the surrounding moving parts 
and to detect chafing or damage of the detent. This proposal would also 
require eventual replacement of the normal maximum detent with an 
improved detent. This proposal is prompted by a report indicating that 
an inadequate level of clearance between the normal maximum detent and 
the surrounding parts may exist on earlier production Model F28 Mark 
0100 series airplanes. The actions specified by the proposed AD are 
intended to ensure proper operation of the normal maximum detent for 
reverse thrust control.

DATES: Comments must be received by April 28, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 95-NM-05-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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, 
Alexandria, Virginia 22314. This information may be examined at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington.

FOR FURTHER INFORMATION CONTACT: Tim Dulin, Aerospace Engineer, 
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206) 
227-2141; fax (206) 227-1320.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of the 
[[Page 11946]] 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 95-NM-05-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. 95-NM-05-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    On June 29, 1992, the FAA issued AD 92-15-08, amendment 39-8302 (57 
FR 34216, August 8, 1992), applicable to certain Fokker Model F28 Mark 
0100 series airplanes, to require removing the normal maximum (second) 
detent of the reverse thrust control and installing an improved unit. 
That action was prompted by reports indicating that the override force 
for the normal maximum detent of the reverse thrust control is too low. 
The actions required by that AD are intended to prevent fatigue damage 
and subsequent reduced structural capability of the horizontal 
stabilizer attachment.
    The normal maximum detents that were installed in accordance with 
AD 92-15-08 (reference Fokker Service Bulletin SBF100-76-008, dated May 
8, 1991) were intended to be functional only with certain pulleys. 
Since the issuance of that AD, however, the Rijksluchtvaartdienst 
(RLD), which is the airworthiness authority for the Netherlands, has 
notified the FAA that certain earlier production airplanes affected by 
AD 92-15-08 are not fitted with those specific pulleys. As a result, 
compliance with AD 92-15-08 may have produced an inadequate level of 
clearance between the normal maximum detent and the surrounding moving 
parts on these airplanes. This condition, if not corrected, could 
result in the inability to select reverse thrust levels above the 
normal maximum detent.
    Fokker has issued Service Bulletin SBF100-76-010, dated October 31, 
1993, which describes procedures for:
    1. Performing a one-time inspection of certain airplanes to 
determine the adequacy of clearance between the normal maximum detent 
for the reverse thrust control and the surrounding moving parts and to 
detect chafing or damage of the detent and/or surrounding moving parts; 
and
    2. Replacing the normal maximum detent for reverse thrust control 
with an improved detent.
    The RLD classified this service bulletin as mandatory and issued 
Dutch airworthiness directive BLA 93-151(A), dated November 1, 1993, in 
order to assure the continued airworthiness of these airplanes in the 
Netherlands.
    The FAA is considering further rulemaking action to revise AD 92-
15-08 to change the applicability of that AD to remove certain earlier 
production Model F28 Mark 0100 series airplanes that could have a 
potential thrust reverser detent interference problem.
    This airplane model is manufactured in the Netherlands 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 RLD has kept the FAA informed of 
the situation described above. The FAA has examined the findings of the 
RLD, 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.
    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 a one-time 
inspection to determine the adequacy of clearance between the normal 
maximum detent for the reverse thrust control and the surrounding 
moving parts, and to detect chafing or damage of the normal maximum 
detent; and replacement of the normal maximum detent with a new normal 
maximum detent. The actions would be required to be accomplished in 
accordance with the service bulletin described previously.
    As a result of recent communications with the Air Transport 
Association (ATA) of America, the FAA has learned that, in general, 
some operators may misunderstand the legal effect of AD's on airplanes 
that are identified in the applicability provision of the AD, but that 
have been altered or repaired in the area addressed by the AD. The FAA 
points out that all airplanes identified in the applicability provision 
of an AD are legally subject to the AD. If an airplane has been altered 
or repaired in the affected area in such a way as to affect compliance 
with the AD, the owner or operator is required to obtain FAA approval 
for an alternative method of compliance with the AD, in accordance with 
the paragraph of each AD that provides for such approvals. A note has 
been included in this notice to clarify this long-standing requirement.
    The FAA estimates that 5 airplanes of U.S. registry would be 
affected by this proposed AD, that it would take approximately 10 work 
hours per airplane to accomplish the proposed actions, and that the 
average labor rate is $60 per work hour. Required parts would cost 
approximately $400 per airplane. Based on these figures, the total cost 
impact of the proposed AD on U.S. operators is estimated to be $5,000, 
or $1,000 per airplane.
    The total cost impact figure discussed above is 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.
    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 
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 [[Page 11947]] 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. App. 1354(a), 1421 and 1423; 49 U.S.C. 
106(g); and 14 CFR 11.89.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

Fokker: Docket 95-NM-05-AD.

    Applicability: Model F28 Mark 0100 series airplanes, serial 
numbers 11244 through 11261 inclusive, 11263, and 11268 through 
11283 inclusive, 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 use the authority 
provided in paragraph (c) to request approval from the FAA. This 
approval may address either no action, if the current configuration 
eliminates the unsafe condition; or different actions necessary to 
address the unsafe condition described in this AD. Such a request 
should include an assessment of the effect of the changed 
configuration on the unsafe condition addressed by this AD. In no 
case does the presence of any modification, alteration, or repair 
remove any airplane from the applicability of this AD.

    Compliance: Required as indicated, unless accomplished 
previously.
    To ensure proper operation of the normal maximum detent for 
reverse thrust control, accomplish the following:
    (a) For airplanes on which Fokker Service Bulletin SBF100-76-
008, dated May 8, 1991, has been accomplished: Within 1,500 flight 
cycles after the effective date of this AD, perform an inspection to 
determine the adequacy of clearance between the normal maximum 
(second) detent for the reverse thrust control and the surrounding 
moving parts and to detect chafing or damage of the normal maximum 
detent, in accordance with Part 1 of the Accomplishment Instructions 
of Fokker Service Bulletin SBF100-76-010, dated October 31, 1993.
    (1) If any chafing or damage is found (regardless of clearance), 
prior to further flight, replace the normal maximum detent with an 
improved normal maximum detent, in accordance with Part 2 of the 
Accomplishment Instructions of the service bulletin

    (2) If the clearance is found to be inadequate, but no chafing 
or damage is found, within 250 flight cycles following the 
inspection required by paragraph (a) of this AD, replace the normal 
maximum detent with an improved normal maximum detent, in accordance 
with Part 2 of the Accomplishment Instructions of the service 
bulletin.

    (3) If the clearance is found to be adequate and no damage or 
chafing is found, within 3,000 flight cycles following the 
inspection required by pararaph (a) of this AD, replace the detent 
with an improved normal maximum detent, in accordance with Part 2 of 
the Accomplishment Instructions of the service bulletin.

    (b) For airplanes on which Fokker Service Bulletin SBF100-76-
008, dated May 8, 1991, has not been accomplished: Within the next 
500 flight cycles after the effective date of this AD, replace the 
normal maximum detent for reverse thrust control with an improved 
normal maximum detent, in accordance with Part 2 of the 
Accomplishment Instructions of Fokker Service Bulletin SBF100-76-
010, October 31, 1993.

    (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 February 27, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.

[FR Doc. 95-5242 Filed 3-2-95; 8:45 am]

BILLING CODE 4910-13-U