[Federal Register Volume 63, Number 102 (Thursday, May 28, 1998)]
[Proposed Rules]
[Pages 29157-29159]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-14038]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-101-AD]
RIN 2120-AA64


Airworthiness Directives; Fokker Model F.28 Mark 0100 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the adoption of a new airworthiness 
directive (AD) that is applicable to certain Fokker Model F.28 Mark 
0100 series airplanes. This proposal would require a one-time visual 
inspection and a one-time eddy current and/or dye penetrant inspection 
of the nose landing gear (NLG) main fitting to detect cracking; and 
rework of the NLG main fitting, if necessary. This proposal is prompted 
by issuance of mandatory continuing airworthiness information by a 
foreign civil airworthiness authority. The actions specified by the 
proposed AD are intended to prevent cracking of the NLG main fitting, 
which could lead to collapse of the NLG during takeoff and landing and 
possible injury to the flightcrew and passengers.

DATES: Comments must be received by June 29, 1998.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 98-NM-101-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except 
Federal holidays.
    The service information referenced in the proposed rule may be 
obtained from Fokker Services B.V., Technical Support Department, P. O. 
Box 75047, 1117 ZN Schiphol Airport, the Netherlands. This information 
may be examined at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT: Norman B. Martenson, Manager, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2110; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of the 
proposed rule by submitting such written data, views, or arguments as 
they may desire. Communications shall identify the Rules Docket number 
and be submitted in triplicate to the address specified above. All 
communications received on or before the closing date for comments, 
specified above, will be considered before taking action on the 
proposed rule. The proposals contained in this notice may be changed in 
light of the comments received.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed rule. All 
comments submitted will be available, both before and after the closing 
date for comments, in the Rules Docket for examination by interested 
persons. A report summarizing each FAA-public contact concerned with 
the substance of this proposal will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this notice must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 98-NM-101-AD.'' The postcard will be date stamped and 
returned to the commenter.

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules 
Docket No. 98-NM-101-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    The Rijksluchtvaartdienst (RLD), which is the airworthiness 
authority for the Netherlands, notified the FAA that an unsafe 
condition may exist on certain Fokker Model F.28 Mark 0100 series 
airplanes, equipped with certain Messier-Dowty (formerly Dowty Rotol) 
nose landing gears (NLG). The RLD advises that it received a report 
indicating that the NLG of an airplane broke off just below the NLG 
pintle pins immediately after touchdown of the nose wheel. The nose 
section of the aircraft came to rest on the fuselage and remaining 
portion of the NLG. Subsequently, the airline involved performed a 
detailed visual inspection of the NLG main fittings on all airplanes in 
its fleet and identified three more suspect NLG main fittings. 
Investigation of these fittings revealed that the cracking had 
originated on the inner side of the right-hand downlock plunger support 
web. The total number of flight cycles on the airplanes with the 
cracked NLG main fittings ranged from 9,300 to 17,600. The exact cause 
of the cracking has not been determined at this time. Such cracking of 
the NLG main fitting, if not corrected, could lead to collapse of the 
NLG during takeoff and landing, and possible injury to the flightcrew 
and passengers.

Explanation of Relevant Service Information

    The manufacturer has issued Fokker Service Bulletin SBF100-32-112, 
dated November 14, 1997, and Messier-Dowty has issued Service Bulletin 
F100-32-92, dated November 14, 1997. These service bulletins describe 
procedures for a one-time visual inspection of the NLG main fitting to 
detect cracking. The service bulletins also describe procedures for a 
one-time eddy current and/or dye penetrant inspection if cracking is 
suspected following accomplishment of the visual inspection, and rework 
of the NLG main fitting, if cracking is found.
    The RLD classified these service bulletins as mandatory and issued 
Dutch airworthiness directive BLA 1997-116 (A), dated November 28, 
1997, in order to assure the continued airworthiness of these airplanes 
in the Netherlands.

FAA's Conclusions

    This airplane model is manufactured in the Netherlands and is type 
certificated for operation in the United States under the provisions of 
Sec. 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and the 
applicable bilateral airworthiness agreement. Pursuant to this 
bilateral airworthiness agreement,

[[Page 29158]]

the RLD has kept the FAA informed of the situation described above. The 
FAA has examined the findings of the RLD, reviewed all available 
information, and determined that AD action is necessary for products of 
this type design that are certificated for operation in the United 
States.

Explanation of Requirements of Proposed Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other airplanes of the same type design registered 
in the United States, the proposed AD would require accomplishment of 
the actions specified in the service bulletins described previously.
    This proposed AD also requires that operators report the results of 
the one-time inspection to Fokker Services B.V. Because the cause of 
the addressed cracking is not currently known, the intent of these 
required inspection reports is to enable Fokker to determine how 
widespread such cracking problems may be in the affected fleet. Based 
on the results of these reports, further corrective action may be 
warranted.

Differences Between the Proposed AD and the Dutch Airworthiness 
Directive

    Operators should note that the parallel Dutch airworthiness 
directive specifies that the actions be accomplished for airplanes on 
which the nose landing gear (NLG) has accumulated more than 8,000 total 
flight cycles. However, because the exact cause of the cracking remains 
unknown, the FAA would require compliance with the actions in this 
proposed AD for all airplanes of this type design, including those that 
have accumulated less than 8,000 total flight cycles as of the 
effective date of this proposed AD, in order to ensure the integrity of 
the entire fleet.

Cost Impact

    The FAA estimates that 127 airplanes of U.S. registry would be 
affected by this proposed AD.
    It would take approximately 2 work hours per airplane to accomplish 
the proposed visual inspection, at an average labor rate of $60 per 
work hour. Based on these figures, the cost impact of the proposed 
visual inspection on U.S. operators is estimated to be $15,240, or $120 
per airplane.
    It would take approximately 2 work hours per airplane to accomplish 
the proposed eddy current and/or dye penetrant inspection, at an 
average labor rate of $60 per work hour. Based on these figures, the 
cost impact of the proposed eddy current and/or dye penetrant 
inspection on U.S. operators is estimated to be $15,240, or $120 per 
airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the proposed requirements 
of this AD action, and that no operator would accomplish those actions 
in the future if this AD were not adopted.

Regulatory Impact

    The regulations proposed herein would not have substantial direct 
effects on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, in 
accordance with Executive Order 12612, it is determined that this 
proposal would not have sufficient federalism implications to warrant 
the preparation of a Federalism Assessment.
    For the reasons discussed above, I certify that this proposed 
regulation (1) is not a ``significant regulatory action'' under 
Executive Order 12866; (2) is not a ``significant rule'' under the DOT 
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); 
and (3) if promulgated, will not have a significant economic impact, 
positive or negative, on a substantial number of small entities under 
the criteria of the Regulatory Flexibility Act. A copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
part 39 of the Federal Aviation Regulations (14 CFR part 39) as 
follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

Fokker Services B.V.: Docket 98-NM-101-AD

    Applicability: Model F.28 Mark 0100 series airplanes; equipped 
with Messier-Dowty Nose Landing Gear (NLG) having part number (P/N) 
201071001 or P/N 201071002, on which the NLG main fitting has not 
been overhauled in accordance with Component Maintenance Manual 32-
20-51; certificated in any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (e) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent cracking of the NLG main fitting, which could lead to 
collapse of the NLG during takeoff and landing and possible injury 
to the flightcrew and passengers, accomplish the following:
    (a) Perform a one-time visual inspection to detect cracking of 
the NLG main fitting, in accordance with Fokker Service Bulletin 
SBF100-32-112, dated November 14, 1997, at the applicable time 
specified in either paragraph (a)(1) or (a)(2) of this AD. If any 
cracking is found, prior to further flight, accomplish the 
requirements of paragraph (b) of this AD.
    (1) For airplanes that have accumulated less than 15,000 total 
flight cycles as of the effective date of this AD: Inspect prior to 
the accumulation of 8,000 total flight cycles, or within 90 days 
after the effective date of this AD, whichever occurs later.
    (2) For airplanes that have accumulated 15,000 or more total 
flight cycles as of the effective date of this AD: Inspect within 30 
days after the effective date of this AD.
    (b) Perform a one-time eddy current and/or dye penetrant 
inspection to detect cracking of the NLG main fitting, in accordance 
with Messier-Dowty Service Bulletin F100-32-92, dated November 14, 
1997, at the applicable time specified in either paragraph (b)(1) or 
(b)(2) of this AD. Accomplishment of the inspection required by 
paragraph (b) of this AD, if accomplished prior to the inspection 
required by paragraph (a) of this AD, terminates the inspection 
required by paragraph (a) of this AD.
    (1) For airplanes that have accumulated less than 15,000 total 
flight cycles as of the effective date of this AD: Inspect prior to 
the accumulation of 8,000 total flight cycles, or within 180 days 
after the effective date of this AD, whichever occurs later.

[[Page 29159]]

    (2) For airplanes that have accumulated 15,000 or more total 
flight cycles as of the effective date of this AD: Inspect within 60 
days after the effective date of this AD.
    (c) If any crack is detected during the inspection required by 
paragraph (b) of this AD, prior to further flight, rework the NLG 
main fitting in accordance with Messier-Dowty Service Bulletin F100-
32-92, dated November 14, 1997.
    (d) Within 7 days after accomplishing the inspection required by 
either paragraph (a) or (b) of this AD, submit a report of the 
inspection results (both positive and negative findings) to Fokker 
Services B.V., Technical Support Department, P.O. Box 75047, 1117 ZN 
Schiphol Airport, the Netherlands. Information collection 
requirements contained in this regulation have been approved by the 
Office of Management and Budget (OMB) under the provisions of the 
Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have 
been assigned OMB Control Number 2120-0056.
    (e) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, International Branch, ANM-116, FAA, 
Transport Airplane Directorate. Operators shall submit their 
requests through an appropriate FAA Principal Maintenance Inspector, 
who may add comments and then send it to the Manager, International 
Branch, ANM-116.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the International Branch, ANM-116.

    (f) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be accomplished.

    Note 3: The subject of this AD is addressed in Dutch 
airworthiness directive BLA 1997-116 (A), dated November 28, 1997.

    Issued in Renton, Washington, on May 20, 1998.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 98-14038 Filed 5-27-98; 8:45 am]
BILLING CODE 4910-13-P