Federal Register / Vol. 73, No. 225 / Thursday, November 20, 2008 / Rules and Regulations 70261 

additional special conditions may 

apply. 

10. The inflatable restraints must 

function properly after loss of normal 

airplane electrical power and after a 

transverse separation of the fuselage at 

the most critical location. A separation 

at the location of the lap belt does not 

have to be considered. 

11. It must be shown that the 

inflatable restraints will not release 

hazardous quantities of gas or 

particulate matter into the cabin. 

12. The inflatable restraints 

installation must be protected from the 

effects of fire such that no hazard to 

occupants will result. 

13. The system must be protected 

from lightning and HIRF. The threats 

specified in Special Conditions No. 25– 

ANM–23 are incorporated by reference 

for the purpose of measuring lightning 

and HIRF protection. For the purposes 

of complying with HIRF requirements, 

the inflatable lapbelt system is 

considered a critical system if its 

deployment could have a hazardous 

effect on the airplane; otherwise it is 

considered an essential system. 

14. There must be a means for a 

crewmember to verify the integrity of 

the inflatable restraints activation 

system prior to each flight or it must be 

demonstrated to reliably operate 

between inspection intervals. 

15. The inflatable material may not 

have an average burn rate of greater than 

2.5 inches/minute when tested using the 

horizontal flammability test as defined 

in 14 CFR part 25, appendix F, part I, 

paragraph (b)(5). 

Issued in Renton, Washington, on 

November 12, 2008. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–27541 Filed 11–19–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0850; Directorate 

Identifier 2007–NM–342–AD; Amendment 

39–15710; AD 2008–22–14] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Model F.28 Mark 0100 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing 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 recent inspections it was found that 

some * * * bolts, that connect the horizontal 

stabilizer control unit actuator with the doglinks, were broken. This condition, if not 

corrected, could lead to [the loss of the flight 

control input connection to the horizontal 

stabilizer and consequent] partial loss of 

control of the aircraft. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

December 26, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 26, 2008. 

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: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, WA 98057– 

3356; telephone (425) 227–1137; 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 August 7, 2008 (73 FR 

45898) and proposed to supersede AD 

97–13–05, Amendment 39–10051 (62 

FR 34617, June 27, 1997). That NPRM 

proposed to correct an unsafe condition 

for the specified products. The MCAI 

states: 

In January 1996, Fokker issued Service 

Bulletin (SB) SBF100–27–069 (referencing 

Menasco, now Goodrich, SB 23100–27–19) to 

introduce an inspection of bolt Part Number 

(P/N) 23233–1 for cracks after the 

examination of a failed bolt. This Service 

Bulletin was made mandatory by CAA–NL 

(Civil Aviation Authority—the Netherlands) 

with the issuance of AD BLA 1996–006 (A) 

[reference corresponding FAA AD 97–13–05]. 

Additionally the same SB introduced a lower 

torque value for these bolts. 

During recent inspections it was found that 

some of these bolts, that connect the 

horizontal stabilizer control unit actuator 

with the dog-links, were broken. This 

condition, if not corrected, could lead to [the 

loss of the flight control input connection to 

the horizontal stabilizer and consequent] 

partial loss of control of the aircraft. 

Since an unsafe condition has been 

identified that continues to exist or develop 

on other aircraft of the same type design, this 

Airworthiness Directive supersedes CAA–NL 

AD 1996–006 and requires an integrity check 

by a re-torque in accordance with SBF100– 

27–091 and the installation of a tie wrap 

through the bolt, which will act as a retainer 

for the bolt and nut. The key function for this 

tie-wrap is to keep the bolt in place in the 

event the bolt head fails. 

The corrective action includes replacing 

any failed bolt (i.e., broken or loose bolt) 

with a serviceable bolt. This AD also 

expands the applicability of AD 97–13– 

05. You may obtain further information 

by examining the MCAI in the AD 

docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

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 required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a Note within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

about 9 products of U.S. registry. We 

also estimate that it will take about 3 

work-hours per product to comply with 

the basic requirements of this AD. The 

average labor rate is $80 per work-hour. 

Based on these figures, we estimate the 

cost of this AD to the U.S. operators to 

be $2,160, or $240 per product. 


rwilkins on PROD1PC63 with RULES
70262 Federal Register / Vol. 73, No. 225 / Thursday, November 20, 2008 / Rules and Regulations 

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. 

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 the NPRM, 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. 

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 

removing Amendment 39–10051 (62 FR 

34617, June 27, 1997) and adding the 

following new AD: 

2008–22–14 Fokker Services B.V.: 

Amendment 39–15710. Docket No. 

FAA–2008–0850; Directorate Identifier 

2007–NM–342–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective December 26, 2008. 

Affected ADs 

(b) This AD supersedes AD 97–13–05, 

Amendment 39–10051. 

Applicability 

(c) This AD applies to Fokker Model F.28 

Mark 0100 airplanes, certificated in any 

category, all serial numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight Controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

In January 1996, Fokker issued Service 

Bulletin (SB) SBF100–27–069 (referencing 

Menasco, now Goodrich, SB 23100–27–19) to 

introduce an inspection of bolt Part Number 

(P/N) 23233–1 for cracks after the 

examination of a failed bolt. This Service 

Bulletin was made mandatory by CAA–NL 

(Civil Aviation Authority—the Netherlands) 

with the issuance of AD BLA 1996–006 (A) 

[reference corresponding FAA AD 97–13–05]. 

Additionally the same SB introduced a lower 

torque value for these bolts. 

During recent inspections it was found that 

some of these bolts, that connect the 

horizontal stabilizer control unit actuator 

with the dog-links, were broken. This 

condition, if not corrected, could lead to [the 

loss of the flight control input connection to 

the horizontal stabilizer and consequent] 

partial loss of control of the aircraft. 

Since an unsafe condition has been 

identified that continues to exist or develop 

on other aircraft of the same type design, this 

Airworthiness Directive [European Aviation 

Safety Agency (EASA) Airworthiness 

Directive 2007–0287, dated November 15, 

2007] supersedes CAA–NL AD 1996–006 and 

requires an integrity check by a re-torque in 

accordance with SBF100–27–091 and the 

installation of a tie wrap through the bolt, 

which will act as a retainer for the bolt and 

nut. The key function for this tie-wrap is to 

keep the bolt in place in the event the bolt 

head fails. 

The corrective action includes replacing 

any failed bolt (i.e., broken or loose bolt) with 

a serviceable bolt. 

Actions and Compliance 

(f) Unless already done, within 6 months 

after the effective date of this AD, do the 

following actions. 

(1) Perform a one-time inspection (integrity 

check) for failure of the lower bolts of the 

stabilizer control unit dog-links, in 

accordance with the Accomplishment 

Instructions of Fokker Service Bulletin 

SBF100–27–091, dated August 31, 2007. If a 

failed bolt is found, before further flight, 

replace the bolt with a serviceable bolt in 

accordance with the Accomplishment 

Instructions of the service bulletin. 

(2) Install a tie-wrap through the lower 

bolts of the stabilizer control unit, in 

accordance with the Accomplishment 

Instructions of Fokker Service Bulletin 

SBF100–27–091, dated August 31, 2007. 

FAA AD Differences 

Note: 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, WA 

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 appropriate principal 

inspector (PI) in the FAA Flight Standards 

District Office (FSDO), or lacking a PI, your 

local FSDO. 

(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 FAAapproved 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 MCAI EASA Airworthiness 

Directive 2007–0287, dated November 15, 


rwilkins on PROD1PC63 with RULES
Federal Register / Vol. 73, No. 225 / Thursday, November 20, 2008 / Rules and Regulations 70263 

2007; and Fokker Service Bulletin SBF100– 

27–091, dated August 31, 2007; for related 

information. 

Material Incorporated by Reference 

(i) You must use Fokker Service Bulletin 

SBF100–27–091, dated August 31, 2007, 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 at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on October 

9, 2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–25755 Filed 11–19–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0270; Directorate 

Identifier 2007–NM–255–AD; Amendment 

39–15628; AD 2008–16–10] 

RIN 2120–AA64 

Airworthiness Directives; Gulfstream 

Aerospace LP Model Galaxy Airplanes 

and Gulfstream 200 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: 

The 3 supporting blocks [installed on 

hydraulic tubes] were made of Teflon, which 

is unsuitable material for this application. 

Excessive wear of the blocks was discovered 

on numerous aircraft, as well as several cases 

of chafing between the loosely supported 

tubes. In one case, hydraulic fluid was lost 

due to fatigue failure of an inadequately 

supported tube. Loss of hydraulic fluid 

causes subsequent multiple failures of 

hydraulically operated systems. 

Multiple failures of hydraulically 

operated systems (for the flight air brake 

actuators, brake system, right thrust 

reverser, etc.) could result in reduced 

controllability of the airplane. We are 

issuing this AD to require actions to 

correct the unsafe condition on these 

products. 

DATES: This AD becomes effective 

December 26, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of December 26, 2008. 

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: 

Mike Borfitz, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2677; 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 March 13, 2008 (73 FR 

13490). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

The 3 supporting blocks [installed on 

hydraulic tubes] were made of Teflon, which 

is unsuitable material for this application. 

Excessive wear of the blocks was discovered 

on numerous aircraft, as well as several cases 

of chafing between the loosely supported 

tubes. In one case, hydraulic fluid was lost 

due to fatigue failure of an inadequately 

supported tube. Loss of hydraulic fluid 

causes subsequent multiple failures of 

hydraulically operated systems. 

Multiple failures of hydraulically 

operated systems (for the flight air brake 

actuators, brake system, right thrust 

reverser, etc.) could result in reduced 

controllability of the airplane. The 

corrective actions include repetitive 

visual inspections of the attaching 

blocks for wear and of the hydraulic 

tubes to determine if any tube is loose 

or damaged; an inspection of the entire 

length of the tubes for chafing, damage, 

and cracking; replacement of chafed, 

damaged, or cracked tubes; and 

replacement of blocks made of Teflon in 

the right-hand aft fuselage equipment 

bay with new blocks made of Nylon 6/ 

6. You may obtain further information 

by examining the MCAI in the AD 

docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Changes to Note 1 and Service 

Information References 

The statement specified in Note 1 of 

the NPRM is informational only and is 

not part of the requirements of this AD. 

The actions specified in that statement 

are required regardless of AD action. We 

have removed Note 1 of the NPRM from 

this AD and revised the numbering on 

the subsequent Note in this AD. 

We have revised paragraph (f)(1)(iii) 

of this AD to clarify that the repair may 

be done in accordance with Chapter 20– 

10–12 of the Gulfstream G200 

Maintenance Manual, Revision 15, 

dated March 31, 2008. 

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 required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

about 129 products of U.S. registry. We 

also estimate that it will take about 2 

work-hours per product to comply with 

the basic requirements of this AD. The 

average labor rate is $80 per work-hour. 

Required parts will cost about $54 per 


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