[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