38910 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 

Revision 1, dated December 22, 1999; on 

September 4, 2001 (66 FR 39417, July 31, 

2001). 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(4) You may review copies of the 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 or 425–227–1152. 

(5) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on July 24, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–18423 Filed 8–4–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0691; Directorate 

Identifier 2009–NM–061–AD; Amendment 

39–15988; AD 2009–16–05] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Model F.27 Mark 050 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This 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: 

During the walk around check on a Fokker 

50 (F27 Mark 050) aeroplane, extensive 

damage was found on the left hand (LH) 

inner flap and nacelle. The damage had been 

caused by a broken fork of the inner flap 

outboard drive shaft. This resulted in 

asymmetric flap extension and interference 

between the flap and the nacelle. A 

metallurgical investigation showed that the 

fork end failed in a fatigue mode. Most 

probably the failure was caused by the 

‘‘cyclic load’’ as a result of regularly reaching 

the mechanical end stop position. 

* * * * * 

This condition, if not corrected, could lead 

to further cases of asymmetric flap extension, 

possibly resulting in loss of control of the 

aeroplane. 

* * * * * 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

August 20, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of August 20, 2009. 

We must receive comments on this 

AD by September 4, 2009. 

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. 

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 AD, the 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: 

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 2009–0047, 

dated March 2, 2009 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

During the walk around check on a Fokker 

50 (F27 Mark 050) aeroplane, extensive 

damage was found on the left hand (LH) 

inner flap and nacelle. The damage had been 

caused by a broken fork of the inner flap 

outboard drive shaft. This resulted in 

asymmetric flap extension and interference 

between the flap and the nacelle. A 

metallurgical investigation showed that the 

fork end failed in a fatigue mode. Most 

probably the failure was caused by the 

‘‘cyclic load’’ as a result of regularly reaching 

the mechanical end stop position. 

A review of the Aircraft Maintenance 

Manual (AMM) ‘end stop clearances check’ 

for aeroplane in post-SBF50–27–030 

configuration, revealed that this inspection 

procedure, to determine and correct the 

clearance between the end stop and the flap 

drive nut, may need some improvement, 

which is now being considered. Further 

investigation showed that this type of failure 

has occurred previously on other Fokker 50 

aeroplanes, but only those modified in 

accordance with SBF50–27–030. A review of 

the experience with pre-mod SBF50–27–030 

aeroplane indicated that no failures have 

been reported. 

This condition, if not corrected, could lead 

to further cases of asymmetric flap extension, 

possibly resulting in loss of control of the 

aeroplane. 

For the reasons described above, this EASA 

AD requires a one-time inspection of the 

clearance between the flap mechanical drive 

nut and the up and down stop and a nondestructive inspection of certain components, 

if abutments marks are present or when the 

up and/or down stop touches the drive nut 

after a full up or down selection in the 

hydraulic mode. 

Based on the above described failure 

scenario, the differences in the design 

properties and the positive experience, 

aeroplanes in pre-SBF50–27–030 

configuration are not affected by this AD. 

Corrective actions include readjusting 

the up-stop position if clearance 

between the flap mechanical drive nut 

and the up-and-down-stop is incorrect, 

and if any cracks are found during the 

non-destructive inspection, replacing 

the part with a serviceable part. You 

may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Fokker has issued Service Bulletin 

SBF50–27–043, dated November 17, 

2008. The actions described in this 

service information are intended to 

correct the unsafe condition identified 

in the MCAI. 


srobinson on DSKHWCL6B1PROD with RULES
Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 38911 

FAA’s Determination and Requirements 

of this 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 issuing this 

AD because we evaluated all pertinent 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

There are no products of this type 

currently registered in the United States. 

However, this rule is necessary to 

ensure that the described unsafe 

condition is addressed if any of these 

products are placed on the U.S. Register 

in the future. 

Differences Between the 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 required 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 AD. 

FAA’s Determination of the Effective 

Date 

Since there are currently no domestic 

operators of this product, notice and 

opportunity for public comment before 

issuing this AD are unnecessary. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2009–0691; 

Directorate Identifier 2009–NM–061– 

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of 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 AD. 

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. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

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 AD: 

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 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. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2009–16–05 Fokker Services B.V.: 

Amendment 39–15988. Docket No. 

FAA–2009–0691; Directorate Identifier 

2009–NM–061–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective August 20, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Fokker Model F.27 

Mark 050 airplanes, certificated in any 

category, all serial numbers, if in a post 

Fokker Service Bulletin SBF50–27–030 

configuration. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight Controls. 

Reason 

(e) The mandatory continued airworthiness 

information (MCAI) states: 

During the walk around check on a Fokker 

50 (F27 Mark 050) aeroplane, extensive 

damage was found on the left hand (LH) 

inner flap and nacelle. The damage had been 

caused by a broken fork of the inner flap 

outboard drive shaft. This resulted in 

asymmetric flap extension and interference 

between the flap and the nacelle. A 

metallurgical investigation showed that the 

fork end failed in a fatigue mode. Most 

probably the failure was caused by the 

‘‘cyclic load’’ as a result of regularly reaching 

the mechanical end stop position. 

A review of the Aircraft Maintenance 

Manual (AMM) ‘end stop clearances check’ 

for aeroplane in post-SBF50–27–030 

configuration, revealed that this inspection 

procedure, to determine and correct the 

clearance between the end stop and the flap 

drive nut, may need some improvement, 

which is now being considered. Further 

investigation showed that this type of failure 

has occurred previously on other Fokker 50 

aeroplanes, but only those modified in 

accordance with SBF50–27–030. A review of 

the experience with pre-mod SBF50–27–030 

aeroplane indicated that no failures have 

been reported. 

This condition, if not corrected, could lead 

to further cases of asymmetric flap extension, 

possibly resulting in loss of control of the 

aeroplane. 

For the reasons described above, this EASA 

AD requires a one-time inspection of the 

clearance between the flap mechanical drive 

nut and the up and down stop and a non 

destructive inspection of certain components, 

if abutments marks are present or when the 

up and/or down stop touches the drive nut 


srobinson on DSKHWCL6B1PROD with RULES
38912 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 

after a full up or down selection in the 

hydraulic mode. 

Based on the above described failure 

scenario, the differences in the design 

properties and the positive experience, 

aeroplanes in pre-SBF50–27–030 

configuration are not affected by this AD. 

Corrective actions include readjusting the upstop position if clearance between the flap 

mechanical drive nut and the up-and-downstop is incorrect, and if any cracks are found 

during the non-destructive inspection, 

replacing the part with a serviceable part. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) Within 12 months after the effective 

date of this AD, inspect the clearance 

between the flap mechanical drive nut and 

the up-and-down-stop, and before further 

flight, do all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Fokker Service Bulletin 

SBF50–27–043, dated November 17, 2008. 

(2) If, during accomplishment of the 

actions required by paragraph (f)(1) of this 

AD, abutments marks are found, or when the 

up-and-down-stop touches the drive nut after 

a full up or down selection in the hydraulic 

mode, before further flight, do a nondestructive inspection for cracking, in 

accordance with Fokker Service Bulletin 

SBF50–27–043, dated November 17, 2008. If 

any cracking is found, before further flight, 

replace the part with a serviceable part. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) 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 on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards 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. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2009–0047, dated March 2, 2009; 

Fokker Service Bulletin SBF50–27–043, 

dated November 17, 2008; for related 

information. 

Material Incorporated by Reference 

(i) You must use Fokker Service Bulletin 

SBF50–27–043, dated November 17, 2008, to 

do the actions required by this AD, unless the 

AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this 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; e-mail 

technicalservices.fokkerservices@stork.com; 

Internet http://www.myfokkerfleet.com. 

(3) You may review copies of the 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 or 425–227–1152. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on July 24, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–18417 Filed 8–4–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0463; Directorate 

Identifier 2008–NM–065–AD; Amendment 

39–15984; AD 2009–16–01] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited 

(Jetstream) Model 4101 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This 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: 

A failure mode has been identified that can 

lead to loss of a nose wheel. Any 

combination of excessive wear and/or 

adverse tolerances on the axle inner cone, 

outer cone or wheel hub splined sleeve cones 

can result in the loss of the critical gap 

between the inner flange face of the wheel 

outer cone and the axle end face. If this gap 

is lost, it can result in the wheel having free 

play along the length of the axle. This 

condition, if not corrected, can result in 

breakage of the wheel nut lock plate leading 

to unscrewing of the wheel retention nut and 

subsequent separation of the nose wheel from 

the landing gear axle. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

September 9, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 9, 2009. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on May 20, 2009 (74 FR 23671). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

A failure mode has been identified that can 

lead to loss of a nose wheel. Any 

combination of excessive wear and/or 

adverse tolerances on the axle inner cone, 

outer cone or wheel hub splined sleeve cones 


srobinson on DSKHWCL6B1PROD with RULES