[Federal Register Volume 61, Number 2 (Wednesday, January 3, 1996)]
[Proposed Rules]
[Pages 131-133]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-45]
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Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
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Federal Register / Vol. 61, No. 2 / Wednesday, January 3, 1996 /
Proposed Rules
[[Page 131]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 94-NM-164-AD]
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), applicable to all British Aerospace Model
BAC 1-11 200 and 400 series airplanes, that currently requires visual
inspections to detect cracks in the flight deck canopy area, and
repair, if necessary. This action would reduce the inspection threshold
and repetitive inspection interval, and would identify specific
structural members to be inspected. This action also would require eddy
current inspections to detect cracks of the top sill members at station
82.5, and replacement of cracked parts with new parts, or repair of the
top sill members. This proposal is prompted by reports of additional
cracking found in the structural members in the flight deck canopy area
of the affected airplanes. The actions specified by the proposed AD are
intended to ensure that cracking in the flight deck canopy area is
detected and corrected in a timely manner; such cracking could result
in reduced structural integrity of the cockpit frame and the adjacent
fuselage structure.
DATES: Comments must be received by February 7, 1996.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 94-NM-164-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, Airbus Limited, 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 (206)
227-2797; fax (206) 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 94-NM-164-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. 94-NM-164-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
On January 7, 1991, the FAA issued AD 91-02-12, amendment 39-6861
(56 FR 1569, January 16, 1991), which is applicable to all British
Aerospace Model BAC 1-11 200 and 400 series airplanes. That AD requires
repetitive visual inspections to detect cracks in the flight deck
canopy area, and repair, if necessary. That action was prompted by
several reports of cracks in various structural members in the flight
deck canopy area. The requirements of that AD are intended to prevent
reduced structural integrity of the fuselage.
Since the issuance of that AD, additional reports have been
received indicating that cracking was found in the structural members
in the flight deck canopy area on Model BAC 1-11 series airplanes. In a
number of these cases, complete failure of the top sill joint strap,
doubler, and angle has occurred. Cracking also has been found in the
fuselage frame at station 160.5 (left-hand only). This cracking was
found on airplanes that had accumulated between 28,000 and 78,000 total
landings. The cause of the cracking has been attributed primarily to
fatigue. Such cracking, if not detected and corrected in a timely
manner, could result in reduced structural integrity of the cockpit
frame and the adjacent fuselage structure.
British Aerospace has issued Alert Service Bulletin 53-A-PM5994,
Issue 3, dated April 8, 1993, which describes procedures for the
following:
1. Repetitive detailed visual inspections to detect cracks of the
top sill joint strap at station 82.5;
2. Repetitive detailed visual inspections to detect cracks of the
frame at station 113 in the flight deck canopy area;
3. Repetitive non-destructive testing (NDT) inspections using eddy
current techniques to detect cracks of the top sill joint strap, angle,
and doubler at station 82.5;
4. Repetitive detailed visual inspections to detect cracks of the
frame at station 160.5 (left-hand only) between stringers 13 and 15;
and
5. Replacement of any cracked part with a new part, or repair in
accordance with the Structural Repair Manual.
[[Page 132]]
This alert service bulletin recommends a reduced inspection
threshold from that specified in earlier issues of the alert service
bulletin, since inspection results have indicated that cracks can occur
before the previous threshold had been reached. In addition, the alert
service bulletin recommends reduced intervals (specified in numbers of
landings) for accomplishment of the repetitive inspections, and also
includes flight hour limits for those intervals since resonance in the
canopy area may have contributed to the cracking.
The Civil Aviation Authority (CAA), which is the airworthiness
authority for the United Kingdom, classified this alert service
bulletin as mandatory in order to assure the continued airworthiness of
these airplanes in the United Kingdom.
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.
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 supersede AD 91-02-12 to
continue to require repetitive visual inspections to detect cracks in
the flight deck canopy area, and repair, if necessary. However, it
would reduce the inspection threshold and repetitive inspection
interval, and would identify specific structural members to be
inspected. This proposed AD also would require repetitive eddy current
inspections to detect cracks of the top sill members at station 82.5,
and replacement of cracked parts with new parts, or repair of the top
sill members. Certain repairs would be required to be accomplished in
accordance with the Structural Repair Manual or in accordance with a
method approved by the FAA. Other actions would be required to be
accomplished in accordance with the alert service bulletin described
previously.
There are approximately 31 Model BAC 1-11-200 and -400 series
airplanes of U.S. registry that would be affected by this proposed AD.
The actions that are currently required by AD 91-02-12 take
approximately 18 work hours per airplane to accomplish, at an average
labor rate of $60 per work hour. Based on these figures, the cost
impact on U.S. operators of the actions currently required is estimated
to be $33,480, or $1,080 per airplane.
The new actions that are proposed in this AD action would take
approximately 19 work hours per airplane to accomplish, at an average
labor rate of $60 per work hour. Based on these figures, the cost
impact on U.S. operators of the proposed requirements of this AD is
estimated to be $35,340, or $1,140 per airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the current or 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 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 USC 106(g), 40101, 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing amendment 39-6861 (56 FR
1569, January 16, 1991), and by adding a new airworthiness directive
(AD), to read as follows:
British Aerospace Airbus Limited (Formerly British Aerospace
Commercial Aircraft Limited, British Aerospace Aircraft Group):
Docket 94-NM-164-AD.
Supersedes AD 91-02-12, Amendment 39-6861.
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 use the authority
provided in paragraph (e) of this AD 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 prevent reduced structural integrity of the cockpit frame and
the adjacent fuselage structure, accomplish the following:
(a) Prior to the accumulation of 30,000 total landings, or
within 6 months after February 25, 1991 (the effective date of AD
91-02-12, amendment 39-6861), whichever occurs later; and thereafter
at intervals not to exceed 5,000 landings: Perform a visual
inspection to detect cracks of the flight deck canopy area, in
accordance with British Aerospace Alert Service Bulletin 53-A-
PM5994, Issue 2, dated June 5, 1990; or Issue 3, dated April 8,
1993. Pay particular attention to the top sill joint strap, the top
sill intercostal, the frame at Station 113, and the top sill boom
and web. Repeat this inspection until the inspections required by
paragraph (c) of this AD are accomplished. After the effective date
of this AD, the inspection shall be accomplished only in accordance
with Issue 3 of the alert service bulletin.
(b) If any crack is found during the inspection required by
paragraph (a) of this AD, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113, FAA, Transport Airplane Directorate.
[[Page 133]]
Following accomplishment of the repair, repeat the inspection required
by paragraph (a) of this AD thereafter at intervals not to exceed
5,000 landings until the inspections required by paragraph (c) of
this AD are accomplished.
(c) Perform a detailed visual inspection to detect cracks of the
top sill joint strap at station 82.5, of the frame at station 113,
and of the frame at station 160.5 (left-hand side only) between
stringers 13 and 15; and an eddy current inspection to detect cracks
of the top sill members at station 82.5. Perform these inspections
in accordance with British Aerospace Airbus Limited Alert Service
Bulletin 53-A-PM5994, Issue 3, dated April 8, 1993, at the time
specified in paragraph (c)(1) or (c)(2) of this AD, as applicable.
Accomplishment of these inspections terminates the repetitive
inspection requirement of paragraph (a) of this AD.
(1) For airplanes operating at a maximum cabin differential
pressure not exceeding 7.5 pounds per square inch (psi): Perform the
inspections at the later of the times specified in paragraphs
(c)(1)(i) and (c)(1)(ii) of this AD. Thereafter, repeat these
inspections at intervals not to exceed 5,000 landings or 7,500 hours
time-in-service, whichever occurs first.
(i) Prior to the accumulation of 20,000 total landings since
date of entry into service; or
(ii) Within 1,200 landings or 12 months after the effective date
of this AD, whichever occurs later.
(2) For airplanes operating at a maximum cabin differential
pressure greater than 7.5 psi, but not exceeding 8.2 psi, including
those airplanes having incorporated British Aerospace Airbus Limited
Modification PM3187: Perform the inspections at the later of the
times specified in paragraphs (c)(2)(i) and (c)(2)(ii) of this AD.
Thereafter, repeat these inspections at intervals not to exceed
3,500 landings or 5,250 hours time-in-service, whichever occurs
first.
(i) Prior to the accumulation of 14,000 total landings since
date of entry into service; or
(ii) Within 800 landings or 12 months after the effective date
of this AD, whichever occurs later.
Note 2: British Aerospace Airbus Limited Modification PM3187
increases the cabin differential pressure from the normal 7.5 psi to
8.2 psi. If Modification PM3187 has been incorporated on the
airplane, that airplane is considered to be subject to the
requirements of paragraph (c)(2) of this AD.
(d) If any crack is found during any inspection required by
paragraph (c) of this AD, prior to further flight, accomplish the
requirements of paragraph (d)(1), (d)(2), or (d)(3), as applicable.
(1) For cracking of the joint strap, doubler, or angle at the
sill joint at station 82.5: Replace the cracked part with a new part
in accordance with British Aerospace Airbus Limited Alert Service
Bulletin 53-A-PM5994, Issue 3, dated April 8, 1993.
(2) For cracking of the frame at station 113: Repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113.
(3) For cracking of the frame at station 160.5: Repair in
accordance with the Structural Repair Manual, as specified in
British Aerospace Airbus Limited Alert Service Bulletin 53-A-PM5994,
Issue 3, dated April 8, 1993.
(e) 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.
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 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Standardization Branch, ANM-113.
(f) 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 December 27, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-45 Filed 1-2-96; 8:45 am]
BILLING CODE 4910-13-U