65256 Federal Register / Vol. 60, No. 243 / Tuesday, December 19, 1995 / Proposed Rules

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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Beech Aircraft Corporation (Formerly

DeHavilland; Hawker Siddeley; British

Aerospace, plc; Raytheon Corporate

Jets, Inc.): Docket 95–NM–141–AD.

Applicability: All Model BAe 125–1000A

and Hawker 1000 series airplanes,

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 (b) of this AD 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 chafing damage to the

hydraulic pipe and subsequent hydraulic

fluid leakage; this condition may lead to

failure of essential airplane systems;

accomplish the following:

(a) Within 3 months after the effective date

of this AD, perform a detailed visual

inspection to detect chafing damage to the

hydraulic pipes located aft of frame 21 and

adjacent to the hydraulic module, in

accordance with Hawker Service Bulletin

SB.29–95, dated March 24, 1995.

(1) If no chafing damage is detected, prior

to further flight, perform a visual inspection

to determine if adequate clearance exists

between the intersecting pipe runs, and

between pipes and adjacent equipment or

structure, in accordance with the service

bulletin.

(i) If the clearance is adequate, no further

action is required by this AD.

(ii) If the clearance is inadequate, prior to

further flight, adjust the pipe connections

and/or clipping in accordance with the

service bulletin.

(iii) If any chafing damage to other

equipment or structure is found, prior to

further flight, repair it in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(2) If any chafing damage is detected and

it is beyond the limits specified in paragraph

2.B.(4) of the service bulletin, prior to further

flight, replace the damaged pipe with a new

pipe in accordance with the service bulletin.

(3) If any chafing damage is detected

within the limits specified in paragraph

2.B.(4) of the service bulletin, prior to further

flight, perform a pressure test or replace the

damaged pipe with a new pipe in accordance

with the service bulletin.

(i) If the pipes are satisfactory, no further

action is required by this AD.

(ii) If any pipe leaks and/or if any

distortion occurs in or around the area of

chafing damage, prior to further flight,

replace the pipe with a new pipe in

accordance with the service bulletin.

(b) 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.

(c) 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

December 13, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–30748 Filed 12–18–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–172–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 a one-time measurement during

refueling to determine the pressure in

each collector tank; for certain

airplanes, non-destructive test (NDT)

inspections to detect cracking or

deformations of the collector tank ribs

on each wing, and repair, if necessary;

and modification of top-hat stringers in

each outer wing tank. This proposal is

prompted by a report of damage to the

ribs of the wing collector tank caused by

over-pressure in the collector tank

during refueling. The actions specified

by the proposed AD are intended to

prevent cracking and deformation of the

wing collector tanks due to overpressure, which could result in reduced

structural integrity of the wing.

DATES: Comments must be received by

January 30, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

172–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:

Ruth E. Harder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,
Federal Register / Vol. 60, No. 243 / Tuesday, December 19, 1995 / Proposed Rules 65257

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–1721; fax (206) 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 95–NM–172–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.

95–NM–172–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Rijksluchtvaartdienst (RLD),

which is the airworthiness authority for

the Netherlands, recently notified the

FAA that an unsafe condition may exist

on certain Fokker Model F28 Mark 0100

series airplanes. The RLD advises, that

during scheduled maintenance on a

Model F28 Mark 0100 series airplane,

the ribs in the right-hand wing collector

tank were found to be damaged.

Investigation revealed that the damage

was caused by over-pressure in the

collector tank during refueling.

The top-hat stringers between the

wing collector tank and the outer wing

tank contain restriction blocks that are

intended to close off, but still ventilate

the collector tank. The four forward

most top-hat stringers (2.32, 2.33, 2.34,

and 2.35) should not contain these

restriction blocks, which would enable

fuel to flow from the wing collector tank

to the outer wing tank. Subsequent

investigation revealed that the overpressure was due to the installation of

restriction blocks in these four top-hat

stringers, which adversely affected the

fuel transfer capacity of these airplanes.

This condition, if not corrected, could

result in cracking and deformation of

the ribs in the wing collector tank,

which could lead to reduced structural

integrity of the wing.

Fokker has issued Service Bulletin

SBF 100–57–030, dated December 17,

1994, which describes procedures for

conducting a one-time measurement

during refueling to determine the

pressure in each collector tank. The

service bulletin also describes

procedures for conducting nondestructive test (NDT) inspections of

certain airplanes to detect cracking and

deformations of the collector tank ribs at

wing stations 1825, 2230, and 2635.

Fokker has also issued Service

Bulletin SBF 100–57–029, Revision 1,

dated March 23, 1995, which describes

procedures for modification of the four

top-hat stringers (2.32, 2.33, 2.34, and

2.35) in the outer wing tank area. This

modification entails removal of the

restriction blocks in the top-hat

stringers.

The RLD classified both of these

service bulletins as mandatory and

issued the Netherlands airworthiness

directive BLA 1994–172 (A), dated

December 23, 1994, in order to assure

the continued airworthiness of these

airplanes in the Netherlands.

This airplane model is manufactured

in the Netherlands 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. Pursuant to this bilateral

airworthiness agreement, 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.

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design, the proposed AD would

require a one-time measurement during

refueling to determine the pressure in

each collector tank; and modification of

the four top-hat stringers in the

outboard wing tank area. For certain

airplanes, this proposed AD would

require non-destructive test (NDT)

inspections of the collector tank ribs to

detect cracking or deformations. The

actions would be required to be

accomplished in accordance with the

service bulletins described previously.

This AD also proposes to require

repair of any cracking or deformations

in accordance with a method approved

by the FAA.

The FAA estimates that 58 airplanes

of U.S. registry would be affected by this

proposed AD, that it would take

approximately 85 work hours per

airplane to accomplish the proposed

actions, and that the average labor rate

is $60 per work hour. Based on these

figures, the cost impact of the proposed

AD on U.S. operators is estimated to be

$295,800, or $5,100 per airplane.

The 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

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
65258 Federal Register / Vol. 60, No. 243 / Tuesday, December 19, 1995 / Proposed Rules

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), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Fokker: Docket 95–NM–172–AD.

Applicability: Model F28 Mark 0100

airplanes, serial numbers 11244 through

11277 inclusive, 11279, 11281 through 11287

inclusive, and 11289 through 11400

inclusive, 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 (g) of this AD 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 over-pressurization and/or

damage to the wing collector tanks, which

could result in reduced structural integrity of

the wings, accomplish the following:

(a) Within 45 days after the effective date

of this AD, perform a one-time measurement

during refueling to determine the pressure in

each collector tank in accordance with Part

1 of the Accomplishment Instructions of

Fokker Service Bulletin SBF100–57–030,

dated December 17, 1994.

Note 2: Pressure Limits Categories are

defined in Table 2 of Fokker Service Bulletin

SBF100–57–030, dated December 17, 1994.

(b) For Pressure Limits Category 1: Within

2 years after the effective date of this AD,

modify the four affected top-hat stringers

(2.32, 2.33, 2.34, and 2.35) in each outer wing

tank area by removing the restriction blocks,

in accordance with the Accomplishment

Instructions of Fokker Service Bulletin

SBF100–57–029, Revision 1, dated March 23,

1995.

(c) For Pressure Limits Categories 2

through 5: Except as provided by paragraph

(d) of this AD, prior to the number of

accumulated total flight cycles or within the

time specified in Table 1 of Fokker Service

Bulletin SBF100–57–030, dated December

17, 1994, whichever occurs earlier,

accomplish the requirements of paragraphs

(c)(1) and (c)(2) of this AD.

(1) Perform the Non-Destructive Test (NDT)

inspections specified in Part 2 of the

Accomplishment Instructions of Fokker

Service Bulletin SBF100–57–030, dated

December 17, 1994, to detect cracking or

deformations of the collector tank ribs on

each wing at wing stations 1825, 2230, and

2635. These inspections are to be performed

in accordance with Fokker Service Bulletin

SBF100–57–030, dated December 17, 1994.

(2) Modify the four affected top-hat

stringers (2.32, 2.33, 2.34, and 2.35) in each

outer wing tank area by removing the

restriction blocks, in accordance with the

Accomplishment Instructions of Fokker

Service Bulletin SBF100–57–029, Revision 1,

dated March 23, 1995.

(d) For Pressure Limits Category 6, and for

airplanes having pressure limits within the

limits specified in Categories 3 through 5 and

that have exceeded the number of

accumulated total flight cycles specified in

Table 1: Within 100 flight cycles, accomplish

the requirements of paragraphs (d)(1) and

(d)(2) of this AD.

(1) Perform the NDT inspections in

accordance with the procedures of Part 2 of

the Accomplishment Instructions of Fokker

Service Bulletin SBF100–57–030, dated

December 17, 1994. The fueling pressure

must not exceed 25 pounds per square inch

(PSI) during refueling.

(2) Modify the four affected top-hat

stringers (2.32, 2.33, 2.34, and 2.35) in each

outer wing tank area by removing the

restriction blocks, in accordance with the

Accomplishment Instructions of Fokker

Service Bulletin SBF100–57–029, Revision 1,

dated March 23, 1995.

(e) For Pressure Limits Category 7: Prior to

further flight following the measurement

required by paragraph (a) of this AD,

accomplish the requirements of paragraphs

(e)(1) and (e)(2) of this AD.

(1) Perform the NDT inspections in

accordance with the procedures of Part 2 of

the Accomplishment Instructions of Fokker

Service Bulletin SBF100–57–030, dated

December 17, 1994.

(2) Modify the four affected top-hat

stringers (2.32, 2.33, 2.34, and 2.35) in each

outer wing tank area by removing the

restriction blocks, in accordance with the

Accomplishment Instructions of Fokker

Service Bulletin SBF100–57–029, Revision 1,

dated March 23, 1995.

(f) If any cracking or deformation is

detected during any inspection required by

this AD, prior to further flight, repair in

accordance with a method approved by the

Manager, Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate.

(g) 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 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(h) Special flight permits may be issued in

accordance with §§ 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

December 13, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–30746 Filed 12–18–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–133–AD]

Airworthiness Directives; Jetstream

Model 4101 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 Jetstream Model 4101 airplanes.

This proposal would require

replacement of the flexible cables of the

power and condition controls of the

engines with new flexible cables. The

proposal would also require installation

of protective tape on the outside case of

these flexible cables, and

reidentification of the cables. This

proposal is prompted by reports of stiff

operation of the power and condition

controls of the engines due to heat

damage to and moisture contamination

of the flexible cable. The actions

specified by the proposed AD are

intended to prevent heat damage and

moisture contamination to the flexible

cable, which could result in stiff

operation of the power and condition

controls and subsequent reduced engine

control.

DATES: Comments must be received by

January 25, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

133–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