Federal Register / Vol. 60, No. 73 / Monday, April 17, 1995 / Proposed Rules 19175

results from the difference between the

62 airplanes that are type certificated to

have a Parker Hannifan Wheel and

Brake Conversion Kit 199–111 installed

(in accordance with STC SA599GL) and

the owners/operators of the 31 of the 62

airplanes that have received these kits.

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 action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under 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 has been placed 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 a new AD to read as follows:

Piper Aircraft Corporation: Docket No. 95–

CE–21–AD.

Applicability: Model PA31–T2 airplanes

(serial numbers 31T–8166001 through 31T–

1166062), certificated in any category, that

have a Parker Hannifin Wheel and Brake

Conversion Kit 199–111 installed in

accordance with Supplemental Type

Certificate (STC) SA599GL.

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) 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 aircraft from the

applicability of this AD.

Compliance: Required within the next 100

hours time-in-service after the effective date

of this AD, unless already accomplished.

To prevent the brake cylinder from chafing

against the landing gear emergency extension

air line when the gear is in the up and locked

position, which, if not detected and

corrected, could result in damage to the air

line and subsequent loss of emergency gear

extension capability, accomplish the

following:

(a) Reroute the landing gear emergency

extension air line in accordance with the

ACCOMPLISHMENT INSTRUCTIONS

section of Parker Hannifan Service Bulletin

SB7034, dated April 23, 1994.

(b) 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.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Chicago Aircraft

Certification Office (ACO), FAA, 300 East

Devon Avenue, Room 232, Des Plaines,

Illinois 60018. The request shall be

forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Chicago ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Chicago ACO.

(d) All persons affected by this directive

may obtain copies of the document referred

to herein upon request to the Parker

Hannifan Corporation, Aircraft Wheel &

Brake, 1160 Center Road, P.O. Box 158,

Avon, Ohio 44011; or may examine this

document at the FAA, Central Region, Office

of the Assistant Chief Counsel, Room 1558,

601 E. 12th Street, Kansas City, Missouri

64106.

Issued in Kansas City, Missouri, on April

11, 1995.

Dwight A. Young,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 95–9344 Filed 4–14–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–185–AD]

Airworthiness Directives; British

Aerospace Model BAC 1–11–200 and

–400 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 British Aerospace Model BAC 1–

11–200 and –400 series airplanes. This

proposal would require various

inspections to detect discrepancies of

fuselage frames at certain stations, and

correction of discrepancies; and rework

to limit the maximum differential

operating pressure of the fuselage. This

proposal would also require eventual

modification of fuselage frames at

certain stations, which would terminate

the repetitive inspection requirements.

This proposal is prompted by reports of

fatigue cracking in certain fuselage

frames in the vicinity of the passenger

door at floor level due to fatigue-related

stress. The actions specified by the

proposed AD are intended to prevent

such fatigue-related cracking, which

could result in reduced structural

integrity of the fuselage pressure vessel

and possible decompression of the

pressurized cabin.

DATES: Comments must be received by

May 26, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

185–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

British Aerospace, Airbus Limited, P.O.

Box 77, Bristol BS99 7AR, England. This

information may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington.
19176 Federal Register / Vol. 60, No. 73 / Monday, April 17, 1995 / Proposed Rules

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–185–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–185–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Civil Aviation Authority (CAA),

which is the airworthiness authority for

the United Kingdom, recently notified

the FAA that an unsafe condition may

exist on certain British Aerospace

Model BAC 1–11–200 and –400 series

airplanes. The CAA advises that reports

have been received of fatigue cracking

in frames 178 and 213.5 in the vicinity

of the passenger door at floor level.

Investigation revealed that such

cracking was caused by fatigue-related

stress. Such fatigue-related cracking, if

not detected and corrected in a timely

manner, could result in reduced

structural integrity of the fuselage

pressure vessel and possible

decompression of the pressurized cabin.

British Aerospace has issued Alert

Service Bulletin 53–A–PM5993, Issue 1,

dated January 11, 1993. This alert

service bulletin describes procedures for

various repetitive inspections to detect

structural discrepancies of the various

structural configurations of the fuselage

frames at stations 178 and 213.5, and

correction of any discrepancy. This alert

service bulletin also describes

procedures for rework to limit the

maximum differential operating

pressure of the fuselage. Additionally,

this alert service bulletin describes

procedures for modification of fuselage

frames at stations 178 and 213.5, which

would eliminate the need for the

repetitive inspections. For airplanes

unrepaired or not reinforced by repair

and operated at cabin pressurization

differentials not exceeding 7.5 pounds

per square inch (psi), the alert service

bulletin describes procedures for the

installation of terminating Modification

PM5993 at 55,000 total landings. This

modification introduces reinforcing

structure to the subject area. The CAA

classified this alert service bulletin as

mandatory.

These airplane models are

manufactured in the United Kingdom

and are type certificated for operation in

the United States under the provisions

of § 21.29 of the Federal Aviation

Regulations (14 CFR 21.29) and the

applicable bilateral airworthiness

agreement. Pursuant to this bilateral

airworthiness agreement, the CAA has

kept the FAA informed of the situation

described above. The FAA has

examined the findings of the CAA,

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 registered in the United

States, the proposed AD would require

various repetitive inspections to detect

structural discrepancies of the various

structural configurations of the fuselage

frames at stations 178 and 213.5, and

correction of any discrepancy. The

proposed AD would also require rework

to limit the maximum differential

operating pressure of the fuselage.

Additionally, this proposed AD would

require eventual modification of

fuselage frames at stations 178 and

213.5, which would constitute

terminating action for the repetitive

inspection requirements. The actions

would be required to be accomplished

in accordance with the alert service

bulletin described previously.

The requirements of this proposed AD

would differ from certain actions

recommended in the referenced alert

service bulletin. Specifically, for

airplanes unrepaired or not reinforced

by repair and operated at cabin

pressurization differentials not

exceeding 7.5 psi, the proposed AD

would require installation of

terminating Modification PM5993 prior

to the accumulation of 85,000 total

landings, rather than 55,000 total

landings as indicated in the alert service

bulletin. The higher threshold of 85,000

landings for modification has been

recommended by the Airworthiness

Assurance Working Group (AAWG),

sponsored by the Air Transport

Association (ATA) of America, the

Aerospace Industries Association (AIA),

and the FAA. In selecting that

threshold, the AAWG considered the

type of cracking involved, the impact

such cracking would have on the

adjacent structure, and service history of

cracking in the subject area. The AAWG

has recommended, and the FAA

concurs, that safety will not be

compromised if Modification PM5993 is

installed prior to the accumulation of

85,000 total landings.

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 31 airplanes

of U.S. registry would be affected by this

proposed AD.

It would take approximately 8 work

hours per airplane to accomplish the

proposed inspection at an average labor

rate of $60 per work hour. Based on

these figures, the total cost impact of the

inspection proposed by this AD on U.S.

operators is estimated to be $14,880, or

$480 per airplane.

It would take approximately 80 work

hours per airplane to accomplish the
Federal Register / Vol. 60, No. 73 / Monday, April 17, 1995 / Proposed Rules 19177

proposed modification at an average

labor rate of $60 per work hour.

Required parts would cost

approximately $2,000 per airplane.

Based on these figures, the total cost

impact of the modification proposed by

this AD on U.S. operators is estimated

to be $210,800, or $6,800 per airplane.

Based on above figures, the total cost

impact of the proposed inspection and

modification on U.S. operators is

estimated to be $225,680, or $7,280, 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

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:

British Aerospace Airbus Limited (Formerly

British Aerospace Commercial Aircraft

Limited, British Aerospace Aircraft

Group): Docket 94–NM–185–AD.

Applicability: Model BAC 1–11–200 and

–400 series airplanes on which British

Aerospace Modifications PM5445 and

PM5713 have not been installed, 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 (h) 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 fatigue-related cracking in

fuselage frames at stations 178 and 213.5 in

the vicinity of the passenger door at floor

level, which could result in reduced

structural integrity of the fuselage pressure

vessel and possible decompression of the

pressurized cabin, accomplish the following:

(a) For airplanes unrepaired or not

reinforced by repair on frames 178 and 213.5,

in the area between stringers 25L and 27L:

Accomplish paragraphs (a)(1), (a)(2), (a)(3),

and (a)(4) of this AD, in accordance with

British Aerospace Airbus Limited Alert

Service Bulletin 53–A–PM5993, Issue 1,

dated January 11, 1993.

(1) Perform the initial inspection prior to

the compliance time specified in paragraph

2.1 of the Accomplishment Instructions of

the alert service bulletin or within 12 months

after the effective date of this AD, whichever

occurs later. Repeat the inspection thereafter

at intervals specified in paragraph 2.1 of the

Accomplishment Instructions of the alert

service bulletin.

(2) If any discrepancy is found during any

inspection required by paragraph (a)(1) of

this AD, prior to further flight, correct the

discrepancy in accordance with paragraph

2.1 of the Accomplishment Instructions of

the alert service bulletin.

(3) Prior to the accumulation of the total

number of landings specified in paragraph

2.1.5 or 2.1.10, as applicable, of the

Accomplishment Instructions of the alert

service bulletin or within 12 months after the

effective date of this AD, whichever occurs

later, modify the structure of the fuselage

frame at stations 178 and 213.5 in accordance

with paragraph 2.1.5 or 2.1.10, as applicable,

of the Accomplishment Instructions of the

alert service bulletin. Accomplishment of

this modification constitutes terminating

action for the requirements of paragraphs

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

(4) Prior to the accumulation of 55,000

total landings or within 12 months after the

effective date of this AD, whichever occurs

later, rework the cabin pressurization system

to limit the maximum differential operating

pressure of the fuselage to 7.5 pounds per

square inch (psi), in accordance with the

alert service bulletin.

(b) For airplanes on which Structural

Repair Manual, figure 76, repair in-situ has

been acccomplished: Accomplish paragraphs

(b)(1), (b)(2), (b)(3), and (b)(4) of this AD, in

accordance with British Aerospace Airbus

Limited Alert Service Bulletin 53–A–

PM5993, Issue 1, dated January 11, 1993.

(1) Perform the initial inspection prior to

the compliance time specified in paragraph

2.2 of the Accomplishment Instructions of

the alert service bulletin or within 12 months

after the effective date of this AD, whichever

occurs later. Repeat the inspection thereafter

at intervals specified in paragraph 2.2 of the

Accomplishment Instructions of the alert

service bulletin.

(2) If any discrepancy is found during any

inspection required by paragraph (b)(1) of

this AD, prior to further flight, correct the

discrepancy in accordance with paragraph

2.2 of the Accomplishment Instructions of

the alert service bulletin; or in accordance

with a method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(3) Prior to the accumulation of the total

number of landings specified in paragraph

2.2.6 or 2.2.9, as applicable, of the

Accomplishment Instructions of the alert

service bulletin or within 12 months after the

effective date of this AD, whichever occurs

later, modify the structure of the fuselage

frame at stations 178 and 213.5 in accordance

with paragraph 2.2.6 or 2.2.9, as applicable,

of the Accomplishment Instructions of the

alert service bulletin. Accomplishment of

this modification constitutes terminating

action for the requirements of paragraphs

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

(4) Prior to the accumulation of 55,000

total landings or within 12 months after the

effective date of this AD, whichever occurs

later, rework the cabin pressurization system

to limit the maximum differential operating

pressure of the fuselage to 7.5 psi, in

accordance with the alert service bulletin.

(c) For airplanes on which Structural

Repair Manual, figure 87, repair has been

accomplished: Accomplish paragraphs (c)(1),

(c)(2), (c)(3), and (c)(4) of this AD, in

accordance with British Aerospace Airbus

Limited Alert Service Bulletin 53–A–

PM5993, Issue 1, dated January 11, 1993.

(1) Perform the initial inspection prior to

the compliance time specified in paragraph

2.3 of the Accomplishment Instructions of

the alert service bulletin or within 12 months

after the effective date of this AD, whichever

occurs later. Repeat the inspection thereafter
19178 Federal Register / Vol. 60, No. 73 / Monday, April 17, 1995 / Proposed Rules

at intervals specified in paragraph 2.3 of the

Accomplishment Instructions of the alert

service bulletin.

(2) If any discrepancy is found during any

inspection required by paragraph (c)(1) of

this AD, prior to further flight, correct the

discrepancy in accordance with paragraph

2.3 of the Accomplishment Instructions of

the alert service bulletin; or in accordance

with a method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(3) Prior to the accumulation of the total

number of landings specified in paragraph

2.3.5 or 2.3.8, as applicable, of the

Accomplishment Instructions of the alert

service bulletin or within 12 months after the

effective date of this AD, whichever occurs

later, modify the structure of the fuselage

frames at stations 178 and 213.5 in

accordance with paragraph 2.3.5 or 2.3.8, as

applicable, of the Accomplishment

Instructions of the alert service bulletin.

Accomplishment of this modification

constitutes terminating action for the

requirements of paragraphs (c)(1) and (c)(2)

of this AD.

(4) Prior to the accumulation of 55,000

total landings or within 12 months after the

effective date of this AD, whichever occurs

later, rework the cabin pressurization system

to limit the maximum differential operating

pressure of the fuselage to 7.5 psi, in

accordance with the alert service bulletin.

(d) For airplanes on which Structural

Repair Manual, figure 110 or 111, repair has

been accomplished: Accomplish paragraphs

(d)(1), (d)(2), (d)(3), and (d)(4) of this AD, in

accordance with British Aerospace Airbus

Limited Alert Service Bulletin 53–A–

PM5993, Issue 1, dated January 11, 1993.

(1) Perform the initial inspection prior to

the compliance time specified in paragraph

2.4 of the Accomplishment Instructions of

the alert service bulletin or within 12 months

after the effective date of this AD, whichever

occurs later. Repeat the inspection thereafter

at intervals specified in paragraph 2.4 of the

Accomplishment Instructions of the alert

service bulletin.

(2) If any discrepancy is found during any

inspection required by paragraph (d)(1) of

this AD, prior to further flight, correct the

discrepancy in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113, FAA, Transport Airplane

Directorate.

(3) Prior to the accumulation of the total

number of landings specified in paragraph

2.4.5 or 2.4.8, as applicable, of the

Accomplishment Instructions of the alert

service bulletin or within 12 months after the

effective date of this AD, whichever occurs

later, modify the structure of the fuselage

frames at stations 178 and 213.5 in

accordance with paragraph 2.4.5 or 2.4.8, as

applicable, of the Accomplishment

Instructions of the alert service bulletin.

Accomplishment of this modification

constitutes terminating action for the

requirements of paragraphs (d)(1) and (d)(2)

of this AD.

(4) Prior to the accumulation of 55,000

total landings or within 12 months after the

effective date of this AD, whichever occurs

later, rework the cabin pressurization system

to limit the maximum differential operating

pressure of the fuselage to 7.5 psi, in

accordance with the alert service bulletin.

(e) For airplanes on which Structural

Repair Manual, figure 76, reinforcement has

been accomplished: Accomplish paragraphs

(e)(1), (e)(2), (e)(3), (e)(4), and (e)(5) of this

AD, in accordance with British Aerospace

Airbus Limited Alert Service Bulletin 53–A–

PM5993, Issue 1, dated January 11, 1993.

(1) Perform the initial inspection prior to

the compliance time specified in paragraph

2.5 of the Accomplishment Instructions of

the alert service bulletin or within 12 months

after the effective date of this AD, whichever

occurs later. Repeat the inspection thereafter

at intervals specified in paragraph 2.5 of the

Accomplishment Instructions of the alert

service bulletin.

(2) If any discrepancy is found during any

inspection required by paragraph (e)(1) of

this AD, prior to further flight, correct the

discrepancy in accordance with paragraph

2.5 of the Accomplishment Instructions of

the alert service bulletin; or in accordance

with a method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(3) Prior to the accumulation of the total

number of landings specified in paragraph

2.5.5 or 2.5.10, as applicable, of the

Accomplishment Instructions of the alert

service bulletin or within 12 months after the

effective date of this AD, whichever occurs

later, modify the structure of the fuselage

frames at stations 178 and 213.5 in

accordance with paragraph 2.5.5 or 2.5.10, as

applicable, of the Accomplishment

Instructions of the alert service bulletin.

Accomplishment of this modification

constitutes terminating action for the

requirements of paragraphs (e)(1) and (e)(2)

of this AD.

(4) For airplanes operated at a cabin

maximum pressure differential in excess of

7.5 psi, prior to the threshold times specified

in Table C of the service bulletin, replace the

reinforcements accomplished in accordance

with the Structural Repair Manual, figure 76,

with reinforcements accomplished in

accordance with Structural Repair Manual

53–02–00, figure 110 or 111, as specified in

the alert service bulletin.

(5) Prior to the accumulation of 55,000

total landings or within 12 months after the

effective date of this AD, whichever occurs

later, rework the cabin pressurization system

to limit the maximum differential operating

pressure of the fuselage to 7.5 psi, in

accordance with the alert service bulletin.

(f) For airplanes on which Structural

Repair Manual, figure 87, reinforcement has

been accomplished: Accomplish paragraphs

(f)(1), (f)(2), (f)(3), and (f)(4) of this AD, in

accordance with British Aerospace Airbus

Limited Alert Service Bulletin 53–A–

PM5993, Issue 1, dated January 11, 1993.

(1) Perform the initial inspection prior to

the compliance time specified in paragraph

2.6 of the Accomplishment Instructions of

the alert service bulletin or within 12 months

after the effective date of this AD, whichever

occurs later. Repeat the inspection thereafter

at intervals specified in paragraph 2.6 of the

Accomplishment Instructions of the alert

service bulletin.

(2) If any discrepancy is found during any

inspection required by paragraph (f)(1) of this

AD, prior to further flight, correct the

discrepancy in accordance with paragraph

2.6 of the Accomplishment Instructions of

the alert service bulletin; or in accordance

with a method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(3) Prior to the accumulation of the total

number of landings specified in paragraph

2.6.6 or 2.6.9, as applicable, of the

Accomplishment Instructions of the alert

service bulletin or within 12 months after the

effective date of this AD, whichever occurs

later, modify the structure of the fuselage

frames at stations 178 and 213.5 in

accordance with paragraph 2.6.6 or 2.6.9, as

applicable, of the Accomplishment

Instructions of the alert service bulletin.

Accomplishment of this modification

constitutes terminating action for the

requirements of paragraphs (f)(1) and (f)(2) of

this AD.

(4) Prior to the accumulation of 55,000

total landings or within 12 months after the

effective date of this AD, whichever occurs

later, rework the cabin pressurization system

to limit the maximum differential operating

pressure of the fuselage to 7.5 psi, in

accordance with the alert service bulletin.

(g) For airplanes on which repairs other

than those described in the Structural Repair

Manual have been accomplished on frames

178 and 213.5, in the area between stringers

25L and 27L: Accomplish paragraphs (g)(1),

(g)(2), and (g)(3) of this AD.

(1) Within 6 months after the effective date

of this AD, submit the following for approval

to the Manager, Standardization Branch,

ANM–113, FAA, Transport Airplane

Directorate:

(i) Procedures and schedule for

accomplishing the initial and repetitive

inspections of the fuselage frames at stations

178 and 213.5; and

(ii) Schedule for installation of

Modification PM5993 or Structural Repair

Manual, figure 110 and 111, as applicable, at

the fuselage frames at stations 178 and 213.5.

(2) Within 6 months after the procedures

and schedules are approved, revise the FAAapproved maintenance program to include

these procedures.

(3) Prior to the accumulation of 55,000

total landings or within 12 months after the

effective date of this AD, whichever occurs

later, rework the cabin pressurization system

to limit the maximum differential operating

pressure of the fuselage to 7.5 psi, in

accordance with British Aerospace Airbus

Limited Alert Service Bulletin 53–A–

PM5993, Issue 1, dated January 11, 1993.

(h) 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
Federal Register / Vol. 60, No. 73 / Monday, April 17, 1995 / Proposed Rules 19179

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(i) 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 April 11,

1995.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–9345 Filed 4–14–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–183–AD]

Airworthiness Directives; British

Aerospace Model BAC 1–11 200 and

400 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

supersedure of an existing airworthiness

directive (AD), applicable to British

Aerospace Model BAC 1–11 200 and

400 series airplanes, that currently

requires structural inspections and

repairs or replacements, as necessary.

This action would require additional

inspections of certain Structural

Significant Items (SSI) and expansion of

the inspection area for certain other

SSI’s. This proposal is prompted by the

results of a structural integrity audit,

which indicated that in order to

maintain the structural integrity of these

airplanes as they approach or exceed the

manufacturer’s original fatigue design

life goal, certain SSI’s need to be

inspected. The actions specified by the

proposed AD are intended to ensure

continuing structural integrity of these

airplanes.

DATES: Comments must be received by

May 26, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

183–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

British Aerospace, Airbus Limited, P.O.

Box 77, Bristol BS99 7AR, England. 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–183–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–03, Attention: Rules Docket No.

94–NM–183–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

On September 16, 1988, the FAA

issued AD 87–24–06 R1, amendment

39–6037 (53 FR 37993, September 29,

1988), applicable to British Aerospace

Model BAC 1–11 200 and 400 series

airplanes. That AD requires structural

inspections and repairs or replacements,

as necessary, in order to ensure the

continuing airworthiness of these

airplanes as they approach or exceed the

manufacturer’s original fatigue design

life goal. That action was prompted by

a structural re-evaluation, which

identified certain structurally significant

items (SSI) in which undetected fatigue

cracks could propagate and compromise

the structural integrity of these

airplanes. The requirements of that AD

are intended to ensure continuing

structural integrity of these airplanes.

Since the issuance of that AD, British

Aerospace has conducted a structural

integrity audit to assess the structural

inspection program of Model BAC 1–11

200 and 400 series airplanes. The results

of this audit indicated that, in order to

maintain the structural integrity of these

airplanes as they approach or exceed

85,000 landings (the manufacturer’s

original fatigue design life goal), certain

additional SSI’s need to be inspected

and the inspection area for certain other

SSI’s needs to be expanded.

British Aerospace has issued BAC 1–

11 Alert Service Bulletin 51–A–

PM5830, Issue 4, dated January 28,

1993. This revision of the alert service

bulletin adds ten inspections of the

doors to the structural inspection

program. Some of these inspections

merely expand the area of inspection for

certain SSI’s. Additionally, this revision

of the alert service bulletin describes

procedures for repair or replacement of

cracked parts. Table 3 of the alert

service bulletin specifies life limits for

certain components in the engine

mount/attachment structure of certain

airplanes. The Civil Aviation Authority

(CAA), which is the airworthiness

authority for the United Kingdom, has

classified this revision of the alert

service bulletin as mandatory.

This airplane model is manufactured

in the United Kingdom 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 CAA has

kept the FAA informed of the situation

described above. The FAA has

examined the findings of the CAA,

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 registered in the United

States, the proposed AD would

supersede AD 87–24–06 R1 to require a

revision of the FAA-approved

maintenance inspection program to