Federal Register / Vol. 60, No. 73 / Monday, April 17, 1995 / Proposed Rules 19183

(b) If the P/N is 184–790, –790–1, –790–2,

–790–3, or –875, no further action is required

by this paragraph.

(c) If the P/N does not coincide with one

identified in paragraph (b) of this AD, prior

to further flight, measure the amount of wear

remaining on the brake wear pin indicator, in

accordance with service bulletin. Remove

and replace the brake prior to the time

specified in paragraph (c)(1), (c)(2), or (c)(3)

of this AD, as applicable.

(1) If the remaining wear on the brake wear

pin indicator is equivalent to 0.260 inch or

more: Prior to the accumulation of 40 flight

cycles, remove that brake assembly and

replace it with a serviceable brake assembly,

in accordance with the service bulletin. If the

brake assembly is replaced with a brake

assembly having BFGoodrich P/N 2–1474–1,

–2, –3, or –5 on which a torque plate having

P/N 184–884 has been installed, replace that

brake assembly prior to the accumulation of

40 flight cycles since installation. As of 30

days after the effective date of this AD, no

person shall install on any airplane, a brake

assembly, BFGoodrich P/N 2–1474–1, –2, –3,

or –5 (Boeing P/N 10–61819–22, –26, –27, or

–31), on which a torque plate having P/N

184–884 has been installed.

(2) If the remaining wear on the brake wear

pin indicator is less than 0.260 inch but more

than 0.240 inch: Remove that brake assembly

and replace it with a serviceable brake

assembly, in accordance with the service

bulletin. Use the following formula to

determine when the brake assembly must be

removed and replaced: (measurement of wear

remaining on brake wear pin indicator) ¥

(0.240 inch) × (1,000 flight cycles) = (time,

expressed in number of flight cycles, prior to

which brake assembly must be removed and

replaced). As of 30 days after the effective

date of this AD, no person shall install on

any airplane, a brake assembly, BFGoodrich

P/N 2–1474–1, –2, –3, or –5 (Boeing P/N 10–

61819–22, –26, –27, or –31), on which a

torque plate having P/N 184–884 has been

installed.

(3) If the remaining wear on the brake wear

pin indicator is equivalent to 0.240 inch or

less: Prior to further flight, remove that brake

assembly and replace it with a serviceable

brake assembly, in accordance with the

service bulletin. As of 30 days after the

effective date of this AD, no person shall

install on any airplane, a brake assembly,

BFGoodrich P/N 2–1474–1, –2, –3, or –5

(Boeing P/N 10–61819–22, –26, –27, or –31),

on which a torque plate having P/N 184–884

has been installed.

(d) 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, Seattle

Aircraft Certification Office (ACO), 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, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(e) 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. 95–9348 Filed 4–14–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 93–NM–105–AD]

Airworthiness Directives; Raytheon

Corporate Jets Model BAe 125–800A

and –1000A Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Supplemental notice of

proposed rulemaking; reopening of

comment period.

SUMMARY: This document revises an

earlier proposed airworthiness directive

(AD), applicable to certain Raytheon

Corporate Jets Model BAe 125–800A

and –1000A airplanes, that would have

required inspections of the wing leading

edge skins, including the wing anti-ice

fluid distribution panel (TKS panel)

rebate and radius; repair, if necessary;

and subsequent corrosion protection

treatment. That proposal was prompted

by reports of corrosion of the wing

leading edge skin at the interface with

the TKS panels. This action revises the

proposed rule by adding inspections

and treatments of the landing/taxiing

lamp window recess and the stall vane

spoiler rebate/radius. The actions

specified by this proposed AD are

intended to prevent reduced structural

integrity of the wing leading edge

section at the interface with the TKS

panels and stall vane spoilers, which

could adversely affect the flight

characteristics of the airplane.

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. 93–NM–

105–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

Raytheon Corporate Jets, Inc., 3 Bishops

Square Street, Albans Road West,

Hatfield, Hertfordshire, AL109NE,

United Kingdom. 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 93–NM–105–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.

93–NM–105–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to add an airworthiness

directive (AD), applicable to certain

Raytheon Corporate Jets Model BAe

125–800A and –1000A airplanes, was

published as a notice of proposed

rulemaking (NPRM) in the Federal

Register on August 25, 1993 (58 FR
19184 Federal Register / Vol. 60, No. 73 / Monday, April 17, 1995 / Proposed Rules

44795). That NPRM would have

required inspections of the wing leading

edge skins, including the wing anti-ice

fluid distribution panel (TKS panel)

rebate and radius; repair, if necessary;

and subsequent corrosion protection

treatment. That NPRM was prompted by

reports of exfoliation corrosion found on

the wing leading edge skin at the

interface with the TKS panel. This

condition, if not corrected, could result

in reduced structural integrity of the

wing leading edge skin and TKS panel

interface joint, which could adversely

affect the flight characteristics of the

airplane. Exfoliation corrosion also

could cause in-flight separation of

airplane components.

Since issuance of that NPRM, the

manufacturer has reported that feedback

received from operators who had

already accomplished the proposed

inspections indicates that corrosion has

been found in the area of the landing/

taxiing lamp window assembly recess

and stall vane spoiler rebate. Such

corrosion is due to the ingression of

moisture through gaps in the sealant

that have developed during service.

Corrosion in this area, if not detected

and corrected in a timely manner, could

result in reduced structural integrity of

the wing leading edge skin in the

vicinity of the landing/taxiing lamp

window assembly recess and stall vane

spoiler rebate, which could adversely

affect the flight characteristics of the

airplane.

Raytheon Corporate Jets has issued

Service Bulletin S.B. 57–77, Revision 1,

dated October 28, 1993, which describes

procedures for conducting a one-time

detailed visual inspection to detect

corrosion of the wing leading edge

skins, and removal of corrosion, if

found. This service bulletin also

describes procedures for a detailed

visual inspection, a one-time dye

penetrant inspection, removal of

exfoliation corrosion, and application of

an enhanced protective treatment of the

TKS panel rebate and radius, the

landing/taxiing lamp window assembly

recess, and the stall vane spoiler rebate

and radius. The Civil Aviation

Authority (CAA), which is the

airworthiness authority for the United

Kingdom, classified this revised service

bulletin as mandatory.

The FAA has determined that, in

order to adequately address the unsafe

condition presented by the problems

associated with exfoliation corrosion in

the subject areas, the proposed rule

must be revised to include inspections

of not only the wing leading edge skins

and TKS panel rebate and radius, but

the landing/taxiing lamp window

assembly recess, and the stall vane

spoiler rebate and radius, as well. These

additional actions would be required to

be accomplished in accordance with the

revised service bulletin described

previously.

The FAA has revised the

supplemental NPRM to reflect the

corporate name change of Corporate Jets

to Raytheon Corporate Jets, Inc., and the

address change of Corporate Jets, Inc.,

22070 Broderick Drive, Sterling,

Virginia 20166 to Raytheon Corporate

Jets, Inc., 3 Bishops Square Street,

Albans Road West, Hatfield,

Hertfordshire, AL109NE, United

Kingdom.

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 long standing requirement.

Since these changes expand the scope

of the originally proposed rule, the FAA

has determined that it is necessary to

reopen the comment period to provide

additional opportunity for public

comment.

The FAA estimates that 154 Model

BAe 125–800A and –1000A airplanes of

U.S. registry would be affected by this

proposed AD. It would take

approximately 130 work hours per

airplane to accomplish the proposed

inspections, and treatment of the wing

leading edge skins (including the TKS

rebate and radius), and that the average

labor rate is $60 per work hour. Based

on these figures, the total cost impact of

the proposed AD on U.S. operators is

estimated to be $1,201,200, or $7,800

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:

Raytheon Corporate Jets, Inc. (Formerly

DeHavilland, Inc.; Hawker Siddeley;

British Aerospace, PLC): Docket 93–

NM–105–AD.

Applicability: Model BAe 125–800A and

–1000A airplanes, as listed in Raytheon

Corporate Jets Service Bulletin S.B. 57–77,

Revision 1, dated October 28, 1993,

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
Federal Register / Vol. 60, No. 73 / Monday, April 17, 1995 / Proposed Rules 19185

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 reduced structural integrity of

the wing leading edge skin and wing anti-ice

fluid distribution panel (TKS panel) interface

joint, which could adversely affect the flight

characteristics of the airplane, accomplish

the following:

(a) Accomplish the actions specified in

paragraphs (a)(1), (a)(2), (a)(3), and (a)(4) of

this AD within the time schedule indicated

in each paragraph, and in accordance with

Corporate Jets Limited Service Bulletin S.B.

57–77, dated May 20, 1993, or Raytheon

Corporate Jets Service Bulletin S.B. 57–77,

Revision 1, dated October 28, 1993:

(1) Within 24 months since airplane

manufacture, or within 12 months after the

effective date of this AD, whichever occurs

later, perform a detailed visual inspection to

detect corrosion of the polished surface of the

top and bottom leading edge skins on each

wing, in accordance with either service

bulletin.

(i) If any corrosion is detected and the

corrosion is within the limits specified in

either service bulletin, prior to further flight,

remove the corrosion in accordance with

either service bulletin.

(ii) If any corrosion is detected and that

corrosion exceeds the limits specified in

either service bulletin, prior to further flight,

repair the wing leading edge skins in

accordance with a method approved by the

Manager, Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate.

(2) Prior to further flight after

accomplishing the actions required by

paragraph (a)(1) of this AD, conduct a

detailed visual inspection to detect corrosion

of the wing anti-ice fluid distribution panel

(TKS panel) rebate and radius, on the top and

bottom leading edge skin section on each

wing, in accordance with either service

bulletin.

(i) If any corrosion is detected and the

corrosion is within the limits specified in

either service bulletin, prior to further flight,

remove the corrosion in accordance with

either service bulletin.

(ii) If any corrosion is detected and that

corrosion exceeds the limits specified in

either service bulletin, prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113, FAA, Transport Airplane

Directorate.

(3) Prior to further flight after

accomplishing the actions required by

paragraph (a)(2) of this AD, conduct a dye

penetrant inspection to detect corrosion of

the TKS panel rebate and radius, on the top

and bottom leading edge skin section on each

wing, in accordance with either service

bulletin.

(i) If any corrosion is detected and the

corrosion is within the limits specified in

either service bulletin, prior to further flight,

remove the corrosion in accordance with

either service bulletin.

(ii) If any corrosion is detected and that

corrosion exceeds the limits specified in the

service bulletin, prior to further flight, repair

in accordance with a method approved by

the Manager, Standardization Branch, ANM–

113, FAA, Transport Airplane Directorate.

(4) Prior to further flight after

accomplishing the actions required by

paragraph (a)(3) of this AD, accomplish both

of the following actions in accordance with

either service bulletin:

(i) Apply enhanced protective treatment to

the TKS panel rebate and radius, on the top

and bottom leading edge skin section on each

wing; and

(ii) Conduct a flight check of the airplane

stall warning system and stall characteristics.

(b) Accomplish the actions specified in

paragraphs (b)(1), (b)(2), and (b)(3) of this AD

within the time schedule indicated in each

paragraph, and in accordance with Raytheon

Corporate Jets Service Bulletin S.B. 57–77,

Revision 1, dated October 28, 1993:

Note 2: Any inspection specified in

paragraph (b)(1), (b)(2), and (b)(3) of this AD

that was conducted prior to the effective date

of this AD in accordance with Corporate Jets

Limited Service Bulletin S.B. 57–77, dated

May 20, 1993, is considered to be in

compliance with this paragraph.

Note 3: The actions required by paragraph

(b) of this AD may be accomplished in

conjunction with the actions required by

paragraph (a) within the compliance time

required by paragraph (a).

(1) Within 2 years after the effective date

of this AD, conduct a detailed visual

inspection to detect corrosion of the landing/

taxiing lamp window assembly recess and

the stall vane spoiler rebate and radius, on

the top and bottom leading edge skin section

on each wing, in accordance with the service

bulletin.

(i) If any corrosion is detected and the

corrosion is within the limits specified in

either service bulletin, prior to further flight,

remove the corrosion in accordance with the

service bulletin.

(ii) If any corrosion is detected and that

corrosion exceeds the limits specified in

either service bulletin, prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113, FAA, Transport Airplane

Directorate.

(2) Prior to further flight after

accomplishing the actions required by

paragraph (b)(1) of this AD, conduct a dye

penetrant inspection to detect corrosion of

the landing/taxiing lamp window assembly

recess and the stall vane spoiler rebate and

radius, on the top and bottom leading edge

skin section on each wing, in accordance

with the service bulletin.

(i) If any corrosion is detected and the

corrosion is within the limits specified in

either service bulletin, prior to further flight,

remove the corrosion in accordance with the

service bulletin.

(ii) If any corrosion is detected and that

corrosion exceeds the limits specified in

either service bulletin, prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113, FAA, Transport Airplane

Directorate.

(3) Prior to further flight after

accomplishing the actions required by

paragraph (b)(2) of this AD, accomplish both

of the following actions in accordance with

the service bulletin:

(i) Apply enhanced protective treatment to

the landing/taxiing lamp window assembly

recess and the stall vane spoiler rebate and

radius, on the top and bottom leading edge

skin section on each wing; and

(ii) Conduct a flight check of the airplane

stall warning system and stall characteristics.

(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 4: 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 §§ 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. 95–9349 Filed 4–14–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–244–AD]

Airworthiness Directives; McDonnell

Douglas Model DC–10 Series Airplanes

and KC–10A (Military) 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 McDonnell

Douglas Model DC–10 series airplanes

and KC–10A (military) airplanes, that

currently requires the implementation

of a program of structural inspections to

detect and correct fatigue cracking in

order to ensure the continued

airworthiness of these airplanes as they

approach the manufacturer’s original

fatigue design life goal. This action