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(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Modification of Main Fuel Tank Wiring 

Within 24 months after the effective date 

of this AD, install fuses in the wiring of the 

solenoid of the level control pilot valve, the 

reed switch of the main tank overflow valve, 

the level float switch of the collector tank, 

and the solenoid of the main tank fueling 

shut-off valve, as applicable, in accordance 

with the Accomplishment Instructions of 

Fokker Services Proforma Service Bulletin 

SBF28–28–056, dated January 9, 2014, 

including Appendix SBF28–28–056/APP01, 

dated July 15, 2014. 

(h) Concurrent Requirements 

Prior to or concurrently with 

accomplishing the requirements of paragraph 

(g) of this AD, do the actions specified in 

paragraphs (h)(1) and (h)(2) of this AD. 

(1) Install fuses packed in jiffy junctions 

(i.e., crimped wire in-line junction device(s)), 

in accordance with the Accomplishment 

Instructions of Fokker Service Bulletin 

SBF28–28–049, Revision 2, dated November 

3, 2014, including Fokker Drawing W57273, 

Sheet 002, Issue C, undated, Fokker Drawing 

W58048, Sheet 1, undated, and Fokker 

Manual Change Notification MCNM–F28– 

035, Rev 1, dated January 9, 2014. 

Accomplishment of the actions in this 

paragraph terminates the requirement of 

paragraph (g) of AD 2011–17–03, 

Amendment 39–16767 (76 FR 50115, August 

12, 2011). 

Note 1 to paragraph (h)(1) of this AD: 

Accomplishment of this action is required by 

AD 2011–17–03, Amendment 39–16767 (76 

FR 50115, August 12, 2011). 

(2) Rework the wiring and install fuses 

packed in jiffy junctions in the power supply 

wire of the solenoid in the left and right level 

control pilot valve, in accordance with the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF28–28–051, Revision 2, 

dated November 3, 2014, including Drawing 

W57231, Sheets 010 and 011, Issue K, 

undated; Drawing W58048, Sheet 2, dated 

April 29, 2010; and Manual Change 

Notification—Maintenance Document 

MCNM–F28–034, Rev 1, dated January 9, 

2014. Accomplishment of the actions in this 

paragraph terminates the requirement of 

paragraph (g) of AD 2011–21–01, 

Amendment 39–16824 (76 FR 63156, October 

12, 2011), for the actions specified in the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF28–28–051, Revision 2, 

dated November 3, 2014, including Drawing 

W57231, Sheets 010 and 011, Issue K, 

undated; Drawing W58048, Sheet 2, dated 

April 29, 2010; and Manual Change 

Notification—Maintenance Document 

MCNM–F28–034, Rev 1, dated January 9, 

2014, only. 

Note 2 to paragraph (h)(2) of this AD: 

Accomplishment of this action is required by 

AD 2011–21–01, Amendment 39–16824 (76 

FR 63156, October 12, 2011). 

(i) Revision of Maintenance or Inspection 

Program 

Before further flight after completing the 

installation specified in paragraph (g) of this 

AD, or within 30 days after the effective date 

of this AD, whichever occurs later: Revise the 

airplane maintenance or inspection program, 

as applicable, by incorporating the critical 

design configuration control limitations 

(CDCCLs) specified in paragraph 1.L.(1)(c) of 

Fokker Services Proforma Service Bulletin 

SBF28–28–056, dated January 9, 2014, 

including Appendix SBF28–28–056/APP01, 

dated July 15, 2014. 

(j) No Alternative CDCCLs 

After accomplishing the revision required 

by paragraph (i) of this AD, no alternative 

CDCCLs may be used unless the CDCCLs are 

approved as an alternative method of 

compliance (AMOC) in accordance with the 

procedures specified in paragraph (k)(1) of 

this AD. 

(k) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance: 

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. In accordance with 14 CFR 

39.19, send your request to your principal 

inspector or local Flight Standards District 

Office, as appropriate. If sending information 

directly to the International Branch, send it 

to ATTN: Tom Rodriguez, Aerospace 

Engineer, International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 1601 

Lind Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1137; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. 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) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the European Aviation Safety Agency 

(EASA); or Fokker B.V. Service’s EASA 

Design Organization Approval (DOA). If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(l) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2014–0107, dated May 7, 2014, for 

related information. This MCAI may be 

found in the AD docket on the Internet at 

http://www.regulations.gov. by searching for 

and locating Docket No. FAA–2015–8472. 

(2) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 1357, 

2130 EL Hoofddorp, the Netherlands; 

telephone +31 (0)88–6280–350; fax +31 

(0)88–6280–111; email technicalservices@

fokker.com; Internet http://

www.myfokkerfleet.com. You may view this 

service information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on January 

6, 2016. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–00700 Filed 1–19–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–8470; Directorate 

Identifier 2013–NM–199–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 95–21–09, 

for all Airbus Model A300 series 

airplanes, and Airbus Model A300 B4– 

600, B4–600R, and F4–600R series 

airplanes, and Model A300 C4–605R 

Variant F airplanes (collectively called 

Model A300–600 series airplanes). AD 

95–21–09 currently requires repetitive 

inspections for cracking of the No. 2 flap 

beams, and replacement of the flap 

beams, if necessary; and provides 

optional modifications for extending 

certain inspection thresholds, and an 

optional terminating modification for 

certain inspections. Since we issued AD 

95–21–09, we have determined that the 

compliance times must be reduced. This 

proposed AD would reduce the 

compliance times for inspections and 

also reduce the number of airplanes 

affected. We are proposing this AD to 

detect and correct cracking of the No. 2 

flap beams, which could result in 

rupture of the flap beams and reduced 

structural integrity of the airplane. 

DATES: We must receive comments on 

this proposed AD by March 7, 2016. 

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. 


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• 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 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus SAS, 

Airworthiness Office—EAW, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; 

Internet http://www.airbus.com. You 

may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. 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 by searching for 

and locating Docket No. FAA–2015– 

8470; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed 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: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–2125; 

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–2015–8470; Directorate Identifier 

2013–NM–199–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 

On October 3, 1995, we issued AD 

95–21–09, Amendment 39–9395 (60 FR 

53847, October 18, 1995). AD 95–21–09 

requires actions intended to address an 

unsafe condition on Airbus Model A300 

and A300–600 series airplanes. 

Since we issued AD 95–21–09, 

Amendment 39–9395 (60 FR 53847, 

October 18, 1995), we have received a 

report that analyses showed a need for 

reduced compliance times. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD 2013– 

0234R2, dated October 7, 2013 (referred 

to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for certain Airbus Model 

A300 and A300–600 series airplanes. 

The MCAI states: 

Fatigue and ‘‘fail safe’’ tests developed on 

a test specimen confirmed that cracks may 

appear and propagate from the bolt holes of 

the base member and the side members of 

flap beam No. 2. 

The development of such cracks, if not 

detected, could result in a rupture of flap 

beams No. 2, which could adversely affect 

the structural integrity of the airframe. 

To address this potential unsafe condition, 

Airbus issued Service Bulletin (SB) A300– 

57–0116 and SB A300–57–6005 and DGAC 

France issued AD 1986–187–076(B) 

[available at http://ad.easa.europa.eu/blob/

1986-187-076%28B%29R4en.pdf/AD_F1986-187-076R4_1], later revised, to require a 

repetitive inspection programme [and 

corrective action] for A300 and A300–600 

aeroplanes. [French AD 86–187–076(B)R3, 

dated March 2, 1994, corresponds to FAA AD 

95–21–09, Amendment 39–9395 (60 FR 

53847, October 18, 1995), which superseded 

FAA AD 85–07–04, Amendment 39–5027 (49 

FR 45755, April 2, 1985).] 

For A300 aeroplanes, and in the frame of 

the Extended Service Goal (ESG) exercise, it 

was shown that design changes (Airbus Mod. 

4740/Airbus SB A300–57–0128 or Airbus 

Mod. 5815/Airbus SB A300–57–0141) were 

not sufficient to enable full ESG life without 

inspections. 

For A300–600 aeroplanes, since DGAC 

France AD 1986–187–076(B) was issued, a 

fleet survey and updated Fatigue and Damage 

Tolerance analyses have been performed in 

order to substantiate the second A300–600 

ESG2 exercise. Airbus SB A300–57–6005 has 

been revised accordingly to decrease the 

inspection thresholds and intervals. 

For the reasons described above, this 

[EASA] AD retains the requirements of DGAC 

France AD 1986–187–076(B)R4, which is 

superseded, and requires those inspections to 

be accomplished at reduced thresholds and 

intervals. 

This [EASA] AD has been revised to 

correct typographical errors in some 

compliance times defined in Appendix 1, 

Tables 1 and 2. 

The MCAI also reduces the number of 

airplanes identified in the applicability 

by exempting certain Model A300–600 

airplanes on which certain Airbus 

modifications have been embodied. You 

may examine the MCAI in the AD 

docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

8470. 

Related Service Information Under 1 

CFR Part 51 

Airbus has issued Service Bulletins 

A300–57–0116, Revision 07, dated 

September 19, 2011; and A300–57– 

6005, Revision 06, dated November 14, 

2013. This service information describes 

procedures for ultrasonic inspections of 

the number 2 flap beam base and side 

members. The actions described in this 

service information are intended to 

correct the unsafe condition identified 

in the MCAI. This service information is 

reasonably available because the 

interested parties have access to it 

through their normal course of business 

or by the means identified in the 

ADDRESSES section. 

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 Proposed AD 

and the MCAI or Service Information 

Although the MCAI or service 

information allows further flight after 

cracks are found during compliance 

with the required action, paragraph (m) 

of this proposed AD requires that you 

replace the flap beam before further 

flight. 

Explanation of ‘‘RC’’ Procedures and 

Tests in Service Information 

The FAA worked in conjunction with 

industry, under the Airworthiness 


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Directive Implementation Aviation 

Rulemaking Committee (ARC), to 

enhance the AD system. One 

enhancement was a new process for 

annotating which procedures and tests 

in the service information are required 

for compliance with an AD. 

Differentiating these procedures and 

tests from other tasks in the service 

information is expected to improve an 

owner’s/operator’s understanding of 

crucial AD requirements and help 

provide consistent judgment in AD 

compliance. The procedures and tests 

identified as Required for Compliance 

(RC) in any service information have a 

direct effect on detecting, preventing, 

resolving, or eliminating an identified 

unsafe condition. 

As specified in a NOTE under the 

Accomplishment Instructions of the 

specified service information, 

procedures and tests that are identified 

as RC in any service information must 

be done to comply with the proposed 

AD. However, procedures and tests that 

are not identified as RC are 

recommended. Those procedures and 

tests that are not identified as RC may 

be deviated from using accepted 

methods in accordance with the 

operator’s maintenance or inspection 

program without obtaining approval of 

an alternative method of compliance 

(AMOC), provided the procedures and 

tests identified as RC can be done and 

the airplane can be put back in an 

airworthy condition. Any substitutions 

or changes to procedures or tests 

identified as RC will require approval of 

an AMOC. 

Costs of Compliance 

We estimate that this proposed AD 

affects 49 airplanes of U.S. registry. 

The actions that are required by AD 

95–21–09, Amendment 39–9395 (60 FR 

53847, October 18, 1995), and retained 

in this proposed AD take about 6 workhours per product, at an average labor 

rate of $85 per work-hour. Required 

parts cost about $0 per product. Based 

on these figures, the estimated cost of 

the actions that were required by AD 

95–21–09 is $510 per product, per 

inspection cycle. 

We also estimate that it would take 

about 6 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Based on 

these figures, we estimate the cost of 

this proposed AD on U.S. operators to 

be $24,990 per inspection cycle, or $510 

per product, per inspection cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed 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 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); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. 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. 

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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

95–21–09, Amendment 39–9395 (60 FR 

53847, October 18, 1995), and adding 

the following new AD: 

Airbus: Docket No. FAA–2015–8470; 

Directorate Identifier 2013–NM–199–AD. 

(a) Comments Due Date 

We must receive comments by March 7, 

2016. 

(b) Affected ADs 

This AD replaces AD 95–21–09, 

Amendment 39–9395 (60 FR 53847, October 

18, 1995). 

(c) Applicability 

This AD applies to the Airbus airplanes 

identified in paragraphs (c)(1) through (c)(5) 

of this AD, certificated in any category. 

(1) Model Airbus Model A300 B2–1A, B2– 

1C, B2K–3C, B2–203, B4–2C, B4–103, and 

B4–203 airplanes, all manufacturer serial 

numbers (MSNs). 

(2) Airbus Model A300 B4–601, B4–603, 

B4–620, B4–622, B4–605R, and B4–622R 

airplanes, all MSNs. 

(3) Airbus Model A300 F4–605R, all MSNs, 

except those airplanes on which both Airbus 

Modifications 11133 and 12699 have been 

embodied. 

(4) Airbus Model A300 F4–622R airplanes, 

all MSNs, except those airplanes on which 

all Airbus Modifications 11133, 12047, 

12048, and 12050 have been embodied, and 

except those airplanes on which both Airbus 

Modifications 11133 and 12699 have been 

embodied. 

(5) Airbus Model A300 C4–605R Variant F 

airplanes, all MSNs. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by a determination 

that the compliance times must be reduced. 

We are issuing this AD to detect and correct 

cracking of the No. 2 flap beams, which 

could result in rupture of the flap beams and 

reduced structural integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspection and Corrective 

Actions for Model A300 Series Airplanes, 

With Note 3 of AD 95–21–09, Amendment 

39–9395 (60 FR 53847, October 18, 1995), 

Incorporated and Additional Terminating 

Provisions 

This paragraph restates the requirements of 

paragraph (a) of AD 95–21–09, Amendment 

39–9395 (60 FR 53847, October 18, 1995), 

with Note 3 of AD 95–21–09 incorporated 

and additional terminating provisions. For 

Model A300 series airplanes: Prior to the 

accumulation of 15,000 total landings, or 

within the next 120 days after May 9, 1985 

(the effective date of AD 85–07–04, 

Amendment 39–5027 (49 FR 45755, April 2, 


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1985)), whichever occurs later, inspect for 

cracking of the base steel member and light 

alloy side members of the No. 2 flap beams, 

left hand and right hand, in accordance with 

the Accomplishment Instructions of Airbus 

Service Bulletin A300–57–116, Revision 6, 

dated July 16, 1993. Accomplishing the 

requirements of paragraph (h) or (l) of this 

AD terminates the requirements of this 

paragraph. Measurement of crack length is 

performed by measurement of the probe 

displacement (perpendicular to symmetry 

plane of beam) between defect indication 

appearance and its complete disappearance. 

The bolt hole indication should not be 

interpreted as an indication of a defect. These 

two indications appear very close together 

because the defects originate from the bolt 

holes. 

(1) If no cracking is detected: Except as 

provided by paragraph (i) of this AD, repeat 

the inspection at intervals not to exceed 

1,700 landings until the requirements of 

paragraph (h) or (l) of this AD are 

accomplished. 

(2) If any crack is detected that is less than 

or equal to 4 mm: Repeat the inspection at 

intervals not to exceed 250 landings, until 

the requirements of paragraph (h) or (l) of 

this AD are accomplished. 

(3) If any crack is detected that exceeds 4 

mm: Prior to further flight, replace the flap 

beam in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–116, Revision 6, 

dated July 16, 1993, and prior to the 

accumulation of 15,000 flight cycles on the 

replaced flap beam, perform the ultrasonic 

inspection as required by paragraph (h) or (l) 

of this AD. 

(h) Retained Ultrasonic Inspection and 

Corrective Action for Model A300 Series 

Airplanes, With Additional Terminating 

Provisions 

This paragraph restates the requirements of 

paragraph (b) of AD 95–21–09, Amendment 

39–9395 (60 FR 53847, October 18, 1995), 

with additional terminating provisions. For 

Model A300 series airplanes: Prior to the 

accumulation of 15,000 total landings, or 

within the next 1,000 landings after 

November 17, 1995 (the effective date of AD 

95–21–09), whichever occurs later, perform 

an ultrasonic inspection to detect cracking of 

the No. 2 flap beams, in accordance with 

Airbus Service Bulletin A300–57–116, 

Revision 6, dated July 16, 1993. 

Accomplishment of this inspection 

terminates the inspections required by 

paragraph (g) of this AD. Accomplishment of 

the requirements of paragraph (l) of this AD 

terminates the requirements of this 

paragraph. 

(1) If no cracking is detected: Except as 

provided by paragraph (i) of this AD, repeat 

the ultrasonic inspections thereafter at 

intervals not to exceed 1,700 landings. 

(2) If any crack is detected beyond the bolt 

hole, and that crack is less than or equal to 

4 mm in length: Repeat the ultrasonic 

inspections thereafter at intervals not to 

exceed 250 landings. 

(3) If any crack is detected beyond the bolt 

hole and that crack is greater than 4 mm in 

length: Prior to further flight, replace the flap 

beam in accordance with Airbus Service 

Bulletin A300–57–116, Revision 6, dated July 

16, 1993, and prior to the accumulation of 

15,000 flight cycles on the replaced flap 

beam, perform the ultrasonic inspection as 

required by this paragraph. 

(i) Retained Modification of the No. 2 Track 

Beam for Model A300 Series Airplanes, With 

Changes to Compliance Extension 

This paragraph restates the provisions of 

paragraph (c) of AD 95–21–09, Amendment 

39–9395 (60 FR 53847, October 18, 1995), 

with changes to compliance extension. For 

Model A300 series airplanes: After 

accomplishing the initial inspection required 

by paragraph (h) of this AD, accomplishment 

of either paragraph (i)(1) or (i)(2) of this AD 

before the effective date of this AD extends 

the fatigue life of the No. 2 flap track beam 

as specified in those paragraphs, provided 

that no cracking is detected during any 

inspection required by paragraph (g) or (h) of 

this AD. 

(1) Removal of any damage and the 

installation of larger diameter bolts on the 

No. 2 flap track beam (Modification No. 

4740), in accordance with Airbus Service 

Bulletin A300–57–128, Revision 3, dated 

January 26, 1990, extends the interval for the 

first repetitive inspection required by 

paragraph (h) of this AD from 1,700 landings 

to 12,000 landings, provided that 

Modification No. 4740 is accomplished prior 

to the accumulation of 16,700 total landings 

on the flap beams. Following 

accomplishment of the first repetitive 

inspection, subsequent repetitive inspections 

shall be performed at intervals not to exceed 

1,700 landings. Or 

(2) Cold working of the bolt holes and the 

installation of larger diameter bolts on the 

No. 2 flap track beam (Modification No. 

5815), in accordance with Airbus Service 

Bulletin A300–57–141, Revision 7, dated July 

16, 1993, extends the interval for the first 

repetitive inspection required by paragraph 

(h) of this AD from 1,700 landings to the 

interval specified in paragraph (i)(2)(i) or 

(i)(2)(ii) of this AD. 

(i) If interference fit bolts that are 15/32- 

inch in diameter are fitted, the interval for 

the first repetitive inspection required by 

paragraph (h) of this AD is extended to 

22,000 landings, provided that Modification 

5815 is accomplished prior to the 

accumulation of 16,700 total landings on the 

flap beam. Following accomplishment of the 

first repetitive inspection required by 

paragraph (h) of this AD, subsequent 

repetitive inspections shall be performed at 

intervals not to exceed 1,700 landings. Or 

(ii) If interference fit bolts that are 7/16- or 

3/8-inch in diameter are fitted, the interval 

for the first repetitive inspection required by 

paragraph (h) of this AD is extended to 

33,000 landings, provided that Modification 

5815 is accomplished prior to the 

accumulation of 16,700 total landings on the 

flap beam. Following accomplishment of the 

first repetitive inspection required by 

paragraph (h) of this AD, subsequent 

repetitive inspections shall be performed at 

intervals not to exceed 1,700 landings. 

(j) Retained Ultrasonic Inspection and 

Corrective Actions for Model A300–600 

Series Airplanes, With Terminating 

Provisions 

This paragraph restates the requirements of 

paragraph (d) of AD 95–21–09, Amendment 

39–9395 (60 FR 53847, October 18, 1995), 

with terminating provisions. For Model 

A300–600 series airplanes: Prior to the 

accumulation of 15,000 total landings, or 

within the next 1,000 landings after 

November 17, 1995 (the effective date of AD 

95–21–09), whichever occurs later, perform 

an ultrasonic inspection to detect cracking of 

the No. 2 flap track beams, in accordance 

with Airbus Service Bulletin A300–57–6005, 

Revision 2, dated December 16, 1993. 

Accomplishing the actions required by 

paragraph (l) of this AD terminates the 

requirements of this paragraph. 

(1) If no cracking is detected, repeat the 

ultrasonic inspections thereafter at intervals 

not to exceed 1,700 landings. 

(2) If any crack is detected beyond the bolt 

hole and that crack is less than or equal to 

4 mm in length: Repeat the ultrasonic 

inspections thereafter at intervals not to 

exceed 250 landings. 

(3) If any crack is detected beyond the bolt 

hole and that crack is greater than 4 mm in 

length: Prior to further flight, replace the flap 

beam in accordance with Airbus Service 

Bulletin A300–57–6005, Revision 2, dated 

December 16, 1993, and prior to the 

accumulation of 15,000 landings on the 

replaced flap beam, perform the ultrasonic 

inspection required by paragraph (j) of this 

AD. 

(k) Retained Optional Action With Note 5 of 

AD 95–21–09 Amendment 39–9395 (60 FR 

53847, October 18, 1995), Incorporated and 

Changes to Terminating Action 

This paragraph restates the provisions of 

paragraph (e) of AD 95–21–09, Amendment 

39–9395 (60 FR 53847, October 18, 1995), 

with Note 5 of AD 95–21–09 incorporated 

and changes to terminating action. For Model 

A300–600 series airplanes: Installation of 

oversized transition fit bolts in cold-worked 

holes, in accordance with Airbus Service 

Bulletin A300–57–6006 (Modification 5815), 

Revision 4, dated July 25, 1994, constitutes 

terminating action for the repetitive 

inspection requirements of paragraph (j) of 

this AD, provided that no cracking is 

detected during any inspection required by 

paragraph (j) of this AD, and provided that 

the installation is accomplished prior to the 

accumulation of 15,000 total landings and 

before the effective date of this AD. If any 

bolt requires oversizing above 7/16-inch 

diameter during accomplishment of this 

installation, prior to further flight, repair 

using a method approved by the Manager, 

Standardization Branch, ANM–113, FAA, 

Transport Airplane Directorate, or by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA. As of 

the effective date of this AD, any new repair 

approval must be done using a method 

approved by the Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA. If Airbus Service Bulletin 

A300–57–6005, Revision 2, dated December 

16, 1993, is accomplished concurrently with 


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Airbus Service Bulletin A300–57–6006, 

Revision 3, dated December 16, 1993 

(Modification 5815), the ultrasonic 

inspection for cracking required by paragraph 

(j) of this AD need not be performed since the 

eddy current inspection detailed for 

Modification 5815 is more comprehensive. 

(l) New Requirement of This AD: Initial and 

Repetitive Ultrasonic Inspections 

At the applicable time specified in 

paragraph (l)(1) or (l)(2) of this AD and, 

thereafter at intervals not to exceed those 

defined in table 3 to paragraph (l) of this AD, 

as applicable, accomplish an ultrasonic 

inspection for cracking of the steel base 

member and the aluminum side members’ 

flap beam on the left-hand (LH) and righthand (RH) sides in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–0116, Revision 07, 

dated September 19, 2011, including 

Appendixes A and B, undated; or Airbus 

Service Bulletin A300–57–6005, Revision 06, 

dated November 14, 2013; as applicable. For 

the purposes of this AD, average flight time 

(AFT) is considered to be the number of 

flight hours per flight cycle. Doing the 

actions required by this paragraph terminates 

the requirements of paragraphs (g) through 

(k) of this AD. 

(1) For Model A300 B2–1A, B2–1C, B2K– 

3C, B2–203, B4–2C, B4–103, and B4–203 

airplanes (referred to as Model A300 series 

airplanes): Within the applicable compliance 

time defined in table 1 to paragraph (l) of this 

AD. 

(2) For Model A300 B4–601, B4–603, B4– 

620, B4–622, B4–605R, B4–622R, F4–605R, 

F4–622R, F4–622R airplanes, and Model 

A300 C4–605R Variant F airplanes (referred 

to as Model A300–600 series airplanes): At 

the later of the times specified in paragraphs 

(l)(2)(i) and (l)(2)(ii) of this AD. 

(i) Within the compliance time defined in 

table 2 to paragraph (l) of this AD. 

(ii) Within 300 flight cycles or 640 flight 

hours after the effective date of this AD, 

whichever occurs first. 

TABLE 1 TO PARAGRAPH (l) OF THIS AD—INSPECTION COMPLIANCE TIMES FOR MODEL A300 SERIES AIRPLANES

Airplane configuration Compliance times for airplanes with an AFT of 

less than 1.5 

Compliance times for airplanes with an AFT of 

more than or equal to 1.5 

Model A300 B2–1A, B2–1C, B2K–3C, B2–203 

airplanes on which Airbus Modifications 

4740 and 5815 have not been embodied.

Within 15,000 flight cycles or 16,900 flight 

hours since first flight of the airplane, whichever occurs first.

Within 15,000 flight cycles or 16,900 flight 

hours since first flight of the airplane, whichever occurs first. 

Model A300 B4–103 airplanes on which Airbus 

Modifications 4740 and 5815 have not been 

embodied.

Within 15,000 flight cycles or 20,500 flight 

hours since first flight of the airplane, whichever occurs first.

Within 15,000 flight cycles or 20,500 flight 

hours since first flight of the airplane, whichever occurs first. 

Model A300 B4–2C, and B4–203 airplanes on 

which Airbus Modifications 4740 and 5815 

have not been embodied.

Within 16,200 flight cycles or 22,200 flight 

hours since first flight of the airplane, whichever occurs first.

Within 15,000 flight cycles or 34,000 flight 

hours since first flight of the airplane, whichever occurs first. 

Model A300 B2–1A, B2–1C, B2K–3C, B2–203 

airplanes on which Airbus Modification 4740 

has been embodied.

Within 12,000 flight cycles or 13,500 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first.

Within 12,000 flight cycles or 13,500 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first. 

Model A300 B4–103 airplanes on which Airbus 

Modification 4740 has been embodied.

Within 12,000 flight cycles or 16,400 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first.

Within 12,000 flight cycles or 16,400 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first. 

Model A300 B4–2C, and B4–203 airplanes on 

which Airbus Modification 4740 has been 

embodied.

Within 12,900 flight cycles or 17,700 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first.

Within 12,000 flight cycles or 27,200 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first. 

Model A300 B2–1A, B2–1C, B2K–3C, B2–203 

airplanes on which Airbus Modification 5815 

has been embodied and no bolt larger than 

7/16-inch diameter is fitted.

Within 33,000 flight cycles or 37,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 33,000 flight cycles or 37,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B4–103 airplanes on which Airbus 

Modification 5815 has been embodied and 

no bolt larger than 7/16-inch diameter is 

fitted.

Within 33,000 flight cycles or 45,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 33,000 flight cycles or 45,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B4–2C, and B4–203 airplanes on 

which Airbus Modification 5815 has been 

embodied and no bolt larger than 7/16-inch 

diameter is fitted.

Within 35,600 flight cycles or 48,800 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 33,000 flight cycles or 74,900 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B2–1A, B2–1C, B2K–3C, B2–203 

airplanes on which Airbus Modification 5815 

has been embodied and at least one bolt 

with a 15/32-inch diameter is fitted.

Within 22,000 flight cycles or 24,800 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 22,000 flight cycles or 24,800 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B4–103 airplanes on which Airbus 

Modification 5815 has been embodied and 

at least one bolt with a 15/32-inch diameter 

is fitted.

Within 22,000 flight cycles or 30,100 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 22,000 flight cycles or 30,100 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B4–2C, and B4–203, airplanes on 

which Airbus Modification 5815 has been 

embodied and at least one bolt with a 15/32- 

inch diameter is fitted.

Within 23,700 flight cycles or 32,500 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 22,000 flight cycles or 49,900 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

TABLE 2 TO PARAGRAPH (l) OF THIS AD—COMPLIANCE TIMES FOR MODEL A300–600 SERIES AIRPLANES

Airplane configuration Compliance times for airplanes with an AFT of 

less than 1.5 

Compliance times for airplanes with an AFT of 

more than or equal to 1.5 

Model A300–600 series airplanes on which Airbus Modification 5815 and Airbus Modification 11133 have not been embodied.Within 16,200 flight cycles or 24,300 flight 

hours since first flight of the airplane, whichever occurs first.

Within 15,000 flight cycles or 32,400 flight 

hours since first flight of the airplane, whichever occurs first. 


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TABLE 2 TO PARAGRAPH (l) OF THIS AD—COMPLIANCE TIMES FOR MODEL A300–600 SERIES AIRPLANES—Continued 

Airplane configuration Compliance times for airplanes with an AFT of 

less than 1.5 

Compliance times for airplanes with an AFT of 

more than or equal to 1.5 

Model A300–600 series airplanes on which Airbus Modification 5815 has been embodied 

and no bolt larger than 7/16-inch diameter is 

fitted.

Within 35,600 flight cycles or 53,400 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 33,000 flight cycles or 71,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300–600 series airplanes on which Airbus Modification 5815 has been embodied 

and at least one bolt 15/32-inch diameter is 

fitted.

Within 23,700 flight cycles or 35,600 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 22,000 flight cycles or 47,500 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300–600 series airplanes on which Airbus Modification 11133 has been embodied.Within 35,600 flight cycles or 53,400 flight 

hours since first flight, whichever occurs first.

Within 33,000 flight cycles or 71,200 flight 

hours since first flight, whichever occurs 

first. 

TABLE 3 TO PARAGRAPH (l) OF THIS AD—REPETITIVE INSPECTION INTERVALS

Airplane models Repetitive interval (not to exceed) for airplanes with an AFT of less than 1.5 

Repetitive interval (not to exceed) for airplanes with an AFT equal to or more than 1.5 

A300 B2–1A, B2–1C, B2K–3C, B2–203 ........... 1,500 flight cycles or 1,600 flight hours, whichever occurs first.1,500 flight cycles or 1,600 flight hours, whichever occurs first. 

A300B4–103 airplanes ...................................... 1,500 flight cycles or 2,000 flight hours, whichever occurs first.1,500 flight cycles or 2,000 flight hours, whichever occurs first. 

A300 B4–2C, and B4–203 ................................ 1,600 flight cycles or 2,200 flight hours, whichever occurs first.1,500 flight cycles or 3,400 flight hours, whichever occurs first. 

A300–600 series airplanes ................................ 1,600 flight cycles or 2,400 flight hours, whichever occurs first.1,500 flight cycles or 3,200 flight hours, whichever occurs first. 

(m) New Requirement of This AD: Corrective 

Action 

If any crack is found during any inspection 

required by paragraph (l) of this AD: Before 

further flight, replace the flap beam using a 

method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the European 

Aviation Safety Agency (EASA); or Airbus’s 

EASA Design Organization Approval (DOA). 

Replacement of the flap beam does not 

constitute terminating action for the 

inspections required by paragraph (l) of this 

AD. 

(n) Credit for Previous Actions 

(1) This paragraph provides credit for 

inspections required by paragraph (g) of this 

AD, if those inspections were performed 

before November 17, 1995 (the effective date 

of AD 95–21–09, Amendment 39–9395 (60 

FR 53847, October 18, 1995)) using Airbus 

Service Bulletin A300–57–116, Revision 1, 

dated August 27, 1983; Revision 2, dated 

April 24, 1984; Revision 3, dated July 20, 

1984; Revision 4, dated August 13, 1986; or 

Revision 5, dated July 10, 1989; as 

applicable. 

(2) This paragraph provides credit for 

actions required by paragraph (l) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information identified in paragraphs 

(n)(2)(i) through (n)(2)(x) of this AD. 

(i) Airbus Service Bulletin A300–57–6005, 

Revision 03, dated November 25, 1997, 

which was not previously incorporated by 

reference. 

(ii) Airbus Service Bulletin A300–57–6005, 

Revision 04, dated October 25, 1999, which 

was not previously incorporated by 

reference. 

(iii) Airbus Service Bulletin A300–57– 

6005, Revision 05, dated April 25, 2013, 

which was not previously incorporated by 

reference. 

(iv) Airbus Service Bulletin A300–57– 

6005, Revision 2, dated December 16, 1993, 

which was previously incorporated by 

reference on November 17 1995 (60 FR 

53847, October 18, 1995). 

(v) Airbus Service Bulletin A300–57–116, 

Revision 1, dated August 27, 1983, which 

was not previously incorporated by 

reference. 

(vi) Airbus Service Bulletin A300–57–116, 

Revision 2, dated April 24, 1984, which was 

not previously incorporated by reference. 

(vii) Airbus Service Bulletin A300–57–116, 

Revision 3, dated July 20, 1984, which was 

not previously incorporated by reference. 

(viii) Airbus Service Bulletin A300–57– 

116, Revision 4, dated August 13, 1986, 

which was not previously incorporated by 

reference. 

(ix) Airbus Service Bulletin A300–57–116, 

Revision 5, dated July 10, 1989, which was 

not previously incorporated by reference. 

(x) Airbus Service Bulletin A300–57–116, 

Revision 6, dated July 16, 1993, which was 

previously incorporated by reference on 

November 17, 1995 (60 FR 53847, October 

18, 1995). 

(o) Other FAA AD Provisions 

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. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–2125; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. 

(i) 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. 

(ii) AMOCs approved previously for AD 

95–21–09, Amendment 39–9395 (60 FR 

53847, October 18, 1995), are approved as 

AMOCs for the corresponding provisions of 

paragraphs (g) through (j) of this AD. 

(2) Contacting the Manufacturer: As of the 

effective date of this AD, for any requirement 

in this AD to obtain corrective actions from 

a manufacturer, the action must be 

accomplished using a method approved by 

the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

EASA; or Airbus’s EASA DOA. If approved 

by the DOA, the approval must include the 

DOA-authorized signature. 

(3) Required for Compliance (RC): Except 

as required by paragraph (m) of this AD: If 

any service information contains procedures 

or tests that are identified as RC, those 

procedures and tests must be done to comply 

with this AD; any procedures or tests that are 

not identified as RC are recommended. Those 

procedures and tests that are not identified 

as RC may be deviated from using accepted 

methods in accordance with the operator’s 

maintenance or inspection program without 


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obtaining approval of an AMOC, provided 

the procedures and tests identified as RC can 

be done and the airplane can be put back in 

an airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(p) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA AD 

2013–0234R2, dated October 7, 2013, for 

related information. This MCAI may be 

found in the AD docket on the Internet at 

http://www.regulations.gov by searching for 

and locating Docket No. FAA–2015–8470. 

(2) For service information identified in 

this AD, contact Airbus SAS, Airworthiness 

Office—EAW, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.com. 

You may view this service information at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on January 

6. 2016. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–00634 Filed 1–19–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–8467; Directorate 

Identifier 2014–NM–107–AD] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Fokker Services B.V. Model F.28 Mark 

1000, 2000, 3000, and 4000 airplanes. 

This proposed AD was prompted by a 

design review that revealed no 

controlled bonding provisions are 

present on a number of critical locations 

inside the fuel tanks or connected to the 

walls of the fuel tanks. This proposed 

AD would require installing additional 

and improved bonding provisions in the 

fuel tanks and revising the airplane 

maintenance or inspection program, as 

applicable, by incorporating fuel 

airworthiness limitation items and 

critical design configuration control 

limitations (CDCCLs). We are proposing 

this AD to prevent an ignition source in 

the fuel tank vapor space, which could 

result in a fuel tank explosion and 

consequent loss of the airplane. 

DATES: We must receive comments on 

this proposed AD by March 7, 2016. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Fokker 

Services B.V., Technical Services Dept., 

P.O. Box 1357, 2130 EL Hoofddorp, the 

Netherlands; telephone +31 (0)88–6280– 

350; fax +31 (0)88–6280–111; email 

technicalservices@fokker.com; Internet 

http://www.myfokkerfleet.com. You may 

view this referenced service information 

at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. 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 by searching for 

and locating Docket No. FAA–2015– 

8467; 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 

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, WA 

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–2015–8467; Directorate Identifier 

2014–NM–107–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 

Union, has issued EASA Airworthiness 

Directive 2014–0108, dated May 8, 2014 

(referred to after this the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for all Fokker Services B.V. 

Model F.28 Mark 1000, 2000, 3000, and 

4000 airplanes. The MCAI states: 

Prompted by an accident * * *, the 

Federal Aviation Administration (FAA) 

published Special Federal Aviation 

Regulation (SFAR) 88 [(66 FR 23086, May 7, 

2001)], and the Joint Aviation Authorities 

(JAA) published Interim Policy INT/POL/25/ 

12. 

The review conducted by Fokker Services 

on the Fokker F28 design, in response to 

these regulations, revealed that no controlled 

bonding provisions are present on a number 

of critical locations, inside the fuel tank or 

connected to the fuel tank wall. 

This condition, if not corrected, could 

create an ignition source in the fuel tank 

vapour space, possibly resulting in a fuel 

tank explosions and consequent loss of the 

aeroplane. 

To address this potential unsafe condition, 

Fokker Services developed a set of fuel tank 

bonding modifications. 

For the reasons described above, this 

[EASA] AD requires the Installation of 

additional and improved bonding provisions 

[and a revision of the maintenance or 

inspection program, as applicable]. These 

modifications require opening of the fuel 

tank access panels. 

More information on this subject can be 

found in Fokker Services All Operators 

Message AOF28.038#02. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

8467. 


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