[Federal Register Volume 64, Number 3 (Wednesday, January 6, 1999)]
[Proposed Rules]
[Pages 785-787]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-180]



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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-27-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), applicable to all British Aerospace Model 
BAC 1-11 200 and 400 series airplanes, that currently requires 
repetitive visual inspections to detect cracks in the flight deck 
canopy area, and repair, if necessary; and repetitive detailed visual 
and 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 action would continue to require 
detailed visual and eddy current inspections to detect cracks of the 
top sill members at station 82.5. This action also would add a 
requirement for a one-time inspection to determine the type of 
fasteners installed in certain holes of the joint strap installation, 
and replacement of rivets with bolts, if necessary. 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 detect and correct cracking in the 
flight deck canopy area, which could result in reduced structural 
integrity of the flight deck frame and adjacent fuselage structure.

DATES: Comments must be received by February 5, 1999.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 98-NM-27-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, Service Support, 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: Norman B. Martenson, Manager, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2110; 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 98-NM-27-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-114, Attention: Rules 
Docket No. 98-NM-27-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    On March 12, 1996, the FAA issued AD 96-06-07, amendment 39-9544 
(61 FR 11534, March 21, 1996), applicable to all British Aerospace 
Model BAC 1-11 200 and 400 series airplanes, to require repetitive 
visual inspections to detect cracks in the flight deck canopy area, and 
repair, if necessary. That AD also requires repetitive detailed visual 
and 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. That action was prompted by reports of 
cracking found in the structural members in the flight deck canopy area 
of the affected airplanes. The requirements of that 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.

Explanation of New Service Information

    Since the issuance of AD 96-06-07, British Aerospace has issued 
Alert Service Bulletin 53-A-PM5994, Issue 4, dated August 23, 1996, and 
Issue 5, dated April 18, 1997. Issue 4 of the alert service bulletin 
continues to describe procedures for 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; an eddy current inspection to detect 
cracks of the top sill members at station 82.5; replacement of cracked 
parts with new parts; and repair of the top sill members, if necessary. 
Issue 4 of the alert service bulletin also adds procedures for a one-
time inspection to determine the type of fasteners installed in certain 
holes on the top sill members, and replacement of rivets on the top 
sill members with bolts, if necessary. Such replacement is to be 
accomplished prior to the eddy current inspection for cracking of the 
top sill members at station 82.5. Issue 5 of the alert service bulletin 
is essentially identical to Issue 4, except it corrects a part number 
for the replacement bolts, and clarifies the instructions for 
accomplishing the eddy current inspection.
    Accomplishment of the actions specified in Issue 4 or Issue 5 of 
the alert service bulletin is intended to adequately address the 
identified unsafe condition. The Civil Aviation Authority (CAA), which 
is the foreign civil airworthiness authority of the United Kingdom, 
classified these issues of the 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

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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.

FAA's Determination

    Paragraph (a) of AD 96-06-07 requires repetitive visual inspections 
to detect cracks of the flight deck canopy area. Accomplishment of the 
repetitive detailed visual and eddy current inspections to detect 
cracks of the top sill members at station 82.5, required by paragraph 
(c) of AD 96-06-07, terminates the requirements of paragraph (a) of 
that AD.
    The FAA has determined that because the repetitive detailed visual 
and eddy current inspections eliminate the need for the repetitive 
visual inspections, and because the initial compliance threshold is 
lower for the detailed visual and eddy current inspections than for the 
visual inspection (14,000 or 20,000 total landings versus 30,000 total 
landings), the repetitive visual inspections to detect cracks of the 
flight deck canopy area are no longer necessary to ensure the safety of 
the transport airplane fleet. Therefore, paragraph (a) and paragraph 
(b), which specifies follow-on corrective actions for paragraph (a), of 
AD 96-06-07 are not included in this proposal.

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 supersede AD 96-06-07 to 
continue to require detailed visual and 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. The 
proposed AD also would require a one-time inspection to determine the 
type of fasteners installed in certain holes of the joint strap 
installation, and replacement of rivets with bolts, if necessary. The 
new actions would be required to be accomplished in accordance with 
Issue 5 of the alert service bulletin described previously, except as 
discussed below.

Differences Between the Proposed AD and the Alert Service Bulletin

    Operators should note that, although the alert service bulletin 
specifies that the manufacturer may be contacted for disposition of 
certain repair conditions, this proposal would require the repair of 
those conditions to be accomplished in accordance with a method 
approved by the FAA, or the CAA (or its delegated agent). In light of 
the type of repair that would be required to address the identified 
unsafe condition, and in consonance with existing bilateral 
airworthiness agreements, the FAA has determined that, for this 
proposed AD, a repair approved by either the FAA or the CAA (or its 
delegated agent) would be acceptable for compliance with this proposed 
AD.

Cost Impact

    There are approximately 42 airplanes of U.S. registry that would be 
affected by this proposed AD.
    The actions that are currently required by AD 96-06-07, and 
retained in this proposed AD, take approximately 19 work hours per 
airplane to accomplish (including access and close), at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the currently required actions on U.S. operators is estimated 
to be $47,880, or $1,140 per airplane, per inspection cycle.
    The new inspection that is proposed in this AD action would take 
approximately 1 work hour per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the new inspection proposed by this AD on U.S. operators is 
estimated to be $2,520, or $60 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.
    Should an operator be required to accomplish the necessary 
replacement of rivets with bolts, it would take approximately 3 work 
hours per airplane to accomplish the replacement, at an average labor 
rate of $60 per work hour. Based on these figures, the cost impact of 
any necessary replacement of rivets is estimated to be $180 per 
airplane.

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 
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 39-9544 (61 FR 
11534, March 21, 1996), 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 98-NM-27-AD. Supersedes AD 96-06-07, Amendment 39-9544.

    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 (d) 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

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been eliminated, the request should include specific proposed 
actions to address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent reduced structural integrity of the flight deck frame 
and adjacent fuselage structure, accomplish the following:
    (a) 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 Alert Service Bulletin 53-A-
PM5994, Issue 3, dated April 8, 1993; Issue 4, dated August 23, 
1996; or Issue 5, dated April 18, 1997; at the time specified in 
paragraph (a)(1) or (a)(2) of this AD, as applicable. After the 
effective date of this AD, only Issue 5 shall be used.
    (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 
(a)(1)(i) and (a)(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. Or
    (ii) Within 1,200 landings or 12 months after April 22, 1996 
(the effective date of AD 96-06-07, amendment 39-9544), 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 (a)(2)(i) and (a)(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. Or
    (ii) Within 800 landings or 12 months after April 22, 1996, 
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 (a)(2) of this AD.

    (b) Concurrent with the next detailed visual inspection 
performed after the effective date of this AD in accordance with 
paragraph (a) of this AD, perform a one-time visual inspection to 
determine the type of fasteners installed in the two hole locations 
specified in Figure 2 of British Aerospace Alert Service Bulletin 
53-A-PM5994, Issue 5, dated April 18, 1997.
    (1) If bolts are found installed in the two hole locations 
specified in Figure 2 of the alert service bulletin: Prior to 
further flight, remove the bolts and perform the eddy current 
inspection specified in paragraph (a) of this AD to detect cracking 
of the top sill members at station 82.5, in accordance with the 
alert service bulletin. Repeat the detailed visual and eddy current 
inspections thereafter as specified in paragraph (a)(1) or (a)(2) of 
this AD, as applicable; in accordance with the alert service 
bulletin.
    (i) If no cracking is detected, prior to further flight, 
reinstall the bolts.
    (ii) If any cracking is detected, prior to further flight, 
repair in accordance with paragraph (c) of this AD, and reinstall 
the bolts.
    (2) If rivets are found installed in the two hole locations 
specified in Figure 2 of the alert service bulletin: Prior to 
further flight, remove the rivets, and perform the eddy current 
inspection specified in paragraph (a) of this AD to detect cracking 
of the top sill members at station 82.5, in accordance with the 
alert service bulletin. Repeat the detailed visual and eddy current 
inspections thereafter as specified in paragraph (a)(1) or (a)(2) of 
this AD, as applicable; in accordance with the alert service 
bulletin.
    (i) If no cracking is detected, prior to further flight, 
oversize the holes specified in Figure 2 of the alert service 
bulletin, and install bolts in place of the rivets.
    (ii) If any cracking is detected, prior to further flight, 
repair in accordance with paragraph (c) of this AD, oversize the 
holes specified in Figure 2 of the alert service bulletin, and 
install bolts in place of the rivets.

    Note 3: As specified in British Aerospace Alert Service Bulletin 
53-A-PM5994, Issue 4, dated August 23, 1996, and Issue 5, dated 
April 18, 1997, the procedures for the eddy current inspection 
necessitate removal of the bolts from the holes specified in Figure 
2 of the alert service bulletin.

    (c) If any crack is found during any inspection required by 
paragraph (a) or (b) of this AD, prior to further flight, accomplish 
the requirements of paragraph (c)(1), (c)(2), or (c)(3) of this AD, 
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 Alert Service Bulletin 53-A-
PM5994, Issue 3, dated April 8, 1993; Issue 4, dated August 23, 
1996; or Issue 5, dated April 18, 1997. After the effective date of 
this AD, only Issue 5 shall be used.
    (2) For cracking of the frame at station 113: Repair in 
accordance with a method approved by either the Manager, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
or the Civil Aviation Authority (or its delegated agent).
    (3) For cracking of the frame at station 160.5: Repair in 
accordance with the Structural Repair Manual, as specified in 
British Aerospace Alert Service Bulletin 53-A-PM5994, Issue 3, dated 
April 8, 1993; Issue 4, dated August 23, 1996; or Issue 5, dated 
April 18, 1997. After the effective date of this AD, only Issue 5 
shall be used.
    (d) 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, International Branch, ANM-116. 
Operators shall submit their requests through an appropriate FAA 
Principal Maintenance Inspector, who may add comments and then send 
it to the Manager, International Branch, ANM-116.

    Note 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the International Branch, ANM-116.

    (e) 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 30, 1998.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 99-180 Filed 1-5-99; 8:45 am]
BILLING CODE 4910-13-P