Federal Register / Vol. 60, No. 11 / Wednesday, January 18, 1995 / Proposed Rules 3583

To prevent structural failure of the actuator

attachment point, which could lead to

collapse of the main landing gear (MLG),

accomplish the following:

(a) Conduct a detailed visual inspection to

detect cracking of the aft end of the engine

outboard rib boom angles under the wing rib

outboard of the left and right engine, in

accordance with British Aerospace Service

Bulletin ATP–57–13, Revision 1, dated

January 15, 1993; or Revision 5, dated June

3, 1994; at the applicable time indicated

below.

(1) For airplanes on which Modification

10313A (reference British Aerospace Service

Bulletin ATP–56–16–1013A, Revision 1,

dated July 2, 1994) has not been

accomplished: Conduct the initial inspection

within 400 hours time-in-service after

September 8, 1993 (the effective date of AD

93–14–08, amendment 39–8632), or within

12 months since airplane manufacture,

whichever occurs later.

(2) For airplanes on which Modification

10313A has been accomplished (modified

inboard and outboard boom angles on both

the left wing and right wing): Conduct the

initial inspection prior to the accumulation

of 30,000 landings on the boom angle

assembly or within 12 months after the

effective date of this AD, whichever occurs

later.

(b) For the purposes of compliance with

this AD, the following apply:

(1) Repair of cracked rib boom angles shall

be accomplished in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(2) Replacement of cracked rib boom angle

assemblies with modified assemblies shall be

accomplished in accordance with British

Aerospace Service Bulletin ATP–57–16–

10313A, Revision 1, dated July 2, 1994 (as

corrected by Erratum 2, dated August 30,

1994). Prior to the accumulation of 30,000

landings on the replaced (modified) boom

angle assembly, repeat the inspection in

accordance with paragraph (a) of this AD.

(c) If no crack is detected: Repeat the

detailed visual inspection at intervals not to

exceed 3,000 landings or 12 months,

whichever occurs first.

(d) If any crack is detected on only one rib

boom angle, and that crack does not extend

beyond bolt hole X: Repeat the detailed

visual inspection of the rib boom angle for

additional crack propagation at intervals not

to exceed 300 hours time-in-service.

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 6 months after discovery

of the crack, either repair the rib boom angle

or replace the rib boom angle assembly in

accordance with paragraph (b) of this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angle or replace the rib boom assembly

in accordance with paragraph (b) of this AD.

(e) If any crack is detected on only one rib

boom angle, and that crack extends beyond

bolt hole X, but not beyond bolt hole Y or

down towards bolt hole A: Repeat the

detailed visual inspection of the rib boom

angle for additional crack propagation at

intervals not to exceed 100 hours time-inservice.

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 3 months after discovery

of the crack, either repair the rib boom angle

or replace the rib boom angle assembly in

accordance with paragraph (b) of this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angle or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(f) If any crack is detected on only one rib

boom angle, and that crack extends beyond

bolt hole Y or into bolt hole A: Repeat the

detailed visual inspection of the rib boom

angle for additional crack propagation at

intervals not to exceed 50 hours time-inservice.

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 1 month after discovery

of the crack, either repair the rib boom angle

or replace the rib boom angle assembly in

accordance with paragraph (b) of this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angle or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(g) If any crack is detected on both rib

boom angles, and cracks do not extend

beyond bolt hole X: Repeat the detailed

visual inspection of the rib boom angles for

additional crack propagation at intervals not

to exceed 100 hours time-in-service.

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 3 months after discovery

of the cracks, either repair the rib boom

angles or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angles or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(h) If any crack is detected on both rib

boom angles, and cracks extend beyond bolt

hole X, but not beyond bolt hole Y or down

towards bolt hole A: Repeat the detailed

visual inspection of the rib boom angles for

additional crack propagation at intervals not

to exceed 50 hours time-in-service.

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 1 month after discovery

of the cracks, either repair the rib boom

angles or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angles or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(i) If any crack is detected on both rib boom

angles, and cracks extend beyond bolt hole

Y or into bolt hole A: Prior to further flight,

either repair the rib boom angles or replace

the rib boom angle assembly in accordance

with paragraph (b) of this AD.

(j) 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,

Standardization Branch, ANM–113, 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, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(k) 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.

Issued in Renton, Washington, on January

11, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–1131 Filed 1–17–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–200–AD]

Airworthiness Directives; Dassault

Aviation Model Mystere-Falcon 900

Series Airplanes Equipped With

Fairchild Model F800 Flight Data

Recorders, Installed in Accordance

With Supplemental Type Certificate

(STC) SA7255SW–D

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain Dassault Aviation Model

Mystere-Falcon 900 series airplanes.

This proposal would require

modification of the electrical power

installation of the flight data recorder,

replacement of the currently installed

socket box for ground power with a

modified socket box, and performance

of checks and tests. This proposal is

prompted by reports of the generators

shutting down due to an intermittent

relay failure of the flight data recorders.

The actions specified by the proposed

AD are intended to prevent loss of
3584 Federal Register / Vol. 60, No. 11 / Wednesday, January 18, 1995 / Proposed Rules

electrical power to the airplane due to

generator outage.

DATES: Comments must be received by

February 27, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

200–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

Falcon Jet Corporation, P.O. Box 967,

Little Rock, Arkansas 72203–0967. This

information may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington.

FOR FURTHER INFORMATION CONTACT:

William Schroeder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2148; fax (206) 227–1320.

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 94–NM–200–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–103, Attention: Rules Docket No.

94–NM–200–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

Recently, the FAA has received

reports indicating that the generators on

certain Model Mystere-Falcon 900 series

airplanes may shut down due to an

intermittent relay failure of flight data

recorders that were installed in

accordance with Supplemental Type

Certificate (STC) SA7255SW-D. This

failure occurred because of an electrical

short, due to a defective relay. Such

electrical shorting resulted in 28 volts in

the relay of the control box of the

ground power unit (GPU), which

controls all three generators when the

airplane is powered externally. In these

reported instances, the 28 volts of power

energized the GPU relay and functioned

as though the airplane were powered

externally. (That is, all three generators

shut down.) After the shutdown of all

three generators, all critical and

essential equipment would be operable

only for the duration of the battery

power. This condition, if not corrected,

could result in loss of electrical power

to the airplane.

Falcon Jet Corporation has issued

Service Bulletin 900–54 (F900 31–30),

dated October 14, 1994, and Revision 1

(F900 31–1), dated November 17, 1994.

(The FAA has reviewed and approved

these service bulletins.) The service

bulletins describe procedures for

modifying the electrical power

installation of flight data recorders

installed in accordance with STC

SA7255SW–D; replacing the currently

installed socket box for ground power

with a modified socket box; and

performing post-modification checks

and tests. The modification removes the

automatic disabling capability of the

electrical power to the flight data

recorder when the airplane is powered

externally.

This airplane model is manufactured

in France and is type certificated for

operation in the United States under the

provisions of section 21.29 of the

Federal Aviation Regulations (14 CFR

21.29) and the applicable bilateral

airworthiness agreement. The FAA has

determined that AD action is necessary

for products of this type design that are

certificated for operation in the United

States.

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

modification of the electrical power

installation of the flight data recorder,

replacement of the currently installed

socket box for ground power with a

modified socket box, and performance

of checks and tests. The actions would

be required to be accomplished in

accordance with the either of the service

bulletins described previously.

As a result of recent communications

with the Air Transport Association

(ATA) of America, the FAA has learned

that, in general, some operators may

misunderstand the legal effect of AD’s

on airplanes that are identified in the

applicability provision of the AD, but

that have been altered or repaired in the

area addressed by the AD. The FAA

points out that all airplanes identified in

the applicability provision of an AD are

legally subject to the AD. If an airplane

has been altered or repaired in the

affected area in such a way as to affect

compliance with the AD, the owner or

operator is required to obtain FAA

approval for an alternative method of

compliance with the AD, in accordance

with the paragraph of each AD that

provides for such approvals. A note has

been included in this notice to clarify

this requirement.

The FAA estimates that 18 airplanes

of U.S. registry would be affected by this

proposed AD, that it would take

approximately 8 work hours per

airplane to accomplish the proposed

actions, and that the average labor rate

is $60 per work hour. Required parts

would cost approximately $286 per

airplane. Based on these figures, the

total cost impact of the proposed AD on

U.S. operators is estimated to be

$13,788, or $766 per airplane.

The total cost impact figure discussed

above is 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.

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
Federal Register / Vol. 60, No. 11 / Wednesday, January 18, 1995 / Proposed Rules 3585

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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Dassault Aviation: Docket 94–NM–200–AD.

Applicability: Model Mystere-Falcon 900

series airplanes having serial numbers 53

through 139 inclusive, equipped with

Fairchild Model F800 flight data recorders,

installed in accordance with Supplemental

Type Certificate (STC) SA7255SW–D;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

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 use the authority

provided in paragraph (c) to request approval

from the FAA. This approval may address

either no action, if the current configuration

eliminates the unsafe condition; or different

actions necessary to address the unsafe

condition described in this AD. Such a

request should include an assessment of the

effect of the changed configuration on the

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any airplane from

the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent loss of electrical power to the

airplane due to generator outage, accomplish

the following:

(a) At the next scheduled inspection, but

no later than 60 days after the effective date

of this AD, modify the electrical power

installation for the flight data recorder, in

accordance with paragraph 3.C.(1), Part 900–

54–1, of Falcon Jet Corporation Service

Bulletin 900–54 (F900 31–30), dated October

14, 1994, or Revision 1 (F900–31–1), dated

November 17, 1994. Prior to further flight

subsequent to the accomplishment of this

modification, perform the checks and tests in

accordance with paragraph 3.D.(1), Part 900–

54–1, of either service bulletin.

(b) Within 1 year after the effective date of

this AD, replace the currently installed

socket box for ground power with a modified

socket box, in accordance with paragraph

3.C.(2), Part 900–54–2, of Revision 1 of

Falcon Jet Corporation Service Bulletin 900–

54 (F900 31–1), dated November 17, 1994.

Prior to further flight, subsequent to the

accomplishment of this installation, perform

the checks and tests, in accordance with

paragraph 3.D.(2), Part 900–54–2, of Revision

1 of the service bulletin.

(c) 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,

Standardization Branch, ANM–113, 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, Standardization

Branch, ANM–113.

NOTE 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(d) 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.

Issued in Renton, Washington, on January

11, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–1132 Filed 1–17–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–117–AD]

Airworthiness Directives; Fokker

Model F28 Mark 0100 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain Fokker Model F28 Mark 0100

series airplanes. This proposal would

require installation of additional ‘‘EXIT’’

signs at the overwing emergency exits.

This proposal is prompted by a report

indicating that the ‘‘EXIT’’ signs for the

overwing emergency exits, as currently

installed, would not be visible to

passengers during an emergency

evacuation when the emergency exit

doors are open. The actions specified by

the proposed AD are intended to ensure

the ‘‘EXIT’’ signs for overwing

emergency exits are clearly visible

during an evacuation.

DATES: Comments must be received by

February 27, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

117–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 Aircraft USA, Inc., 1199 North

Fairfax Street, Alexandria, Virginia

22314. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT: Tim

Dulin, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2141; fax (206) 227–1320.

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