35942 Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations

Compliance: Required as indicated, unless

accomplished previously.

To prevent reduced controllability of the

airplane due to failure of the lockwire on the

bearing retainer nut of the pivot fittings of the

horizontal stabilizer, loosening of the retainer

nut for the pivot bearing, and subsequent

migration of the pivot bearing, accomplish

the following:

(a) Within 150 flight cycles after the

effective date of this AD: Perform a visual

inspection for broken lockwires on the

bearing retainer nut of the pivot fittings of the

horizontal stabilizer (left and right sides), in

accordance with the Accomplishment

Instructions of Boeing Alert Service Bulletin

777–55A0003, Revision 1, dated June 20,

1996.

(1) If no broken lockwire is found: Repeat

the inspection within 500 flight cycles

following accomplishment of the initial

inspection. Within 1,000 flight cycles after

accomplishment of the initial inspection,

modify the bearing nut retention means in

accordance with Figure 3 of the alert service

bulletin. Following accomplishment of the

modification, no further action is required by

paragraph (a) of this AD.

(2) If only one broken lockwire is found:

Repeat the inspection thereafter at intervals

not to exceed 150 flight cycles. Within 450

flight cycles after accomplishment of the

initial inspection, modify the bearing nut

retention means in accordance with Figure 3

of the alert service bulletin. Following

accomplishment of the modification, no

further action is required by paragraph (a) of

this AD.

(3) If two broken lockwires are found:

Repeat the inspection and ensure that the

bearing retainer nut is tight thereafter at

intervals not to exceed 10 flight cycles.

Within 100 flight cycles after

accomplishment of the initial inspection,

modify the bearing nut retention means in

accordance with Figure 3 of the alert service

bulletin. Following accomplishment of the

modification, no further action is required by

paragraph (a) of this AD.

(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, 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.

(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.

(d) The actions shall be done in accordance

with Boeing Alert Service Bulletin 777–

55A0003, Revision 1, dated June 20, 1996.

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Boeing Commercial Airplane Group,

P.O. Box 3707, Seattle, Washington 98124–

2207. Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(e) This amendment becomes effective on

July 24, 1996.

Issued in Renton, Washington, on June 27,

1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–16949 Filed 7–8–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–132–AD; Amendment

39–9692; AD 96–14–08]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F28 Mark 0100 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Fokker Model F28

Mark 0100 series airplanes. This action

requires modification of the radio

altimeter wiring circuitry associated

with the Automatic Flight Control

Augmentation System (AFCAS). This

amendment is prompted by a report

indicating that the AFCAS does not

properly monitor the radio altimeter

status during automatic landing

operations. The actions specified in this

AD are intended to prevent erroneous

indications and failure of the AFCAS to

properly align, flare, and retard the

airplane during automatic landing

operations if a single radio altimeter

were to fail.

DATES: July 24, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 24,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

September 9, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

132–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD 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; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

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) 227–1149.

SUPPLEMENTARY INFORMATION: 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 it

has received a report indicating that the

Automatic Flight Control Augmentation

System (AFCAS) on these airplanes

does not properly monitor the radio

altimeter status during automatic

landing (‘‘LAND 2’’) operations. As a

result, an airplane may perform a

‘‘LAND 2’’ operation with only one

radio altimeter that is operative. If the

remaining altimeter were to fail or to

lose track during the ‘‘LAND 2’’

operation, the ALIGN, FLARE, and/or

RETARD modes will not be performed,

even though the annunciations for these

modes would still be indicated on the

Electronic Flight Instrument System

(EFIS). In this case, the flight crew may

accept the EFIS annunciation that these

maneuvers (modes) are being executed

when, in fact, those maneuvers are not

taking place. This condition could result

in the flight crew not being aware that

the AFCAS has not properly aligned,

flared, and retarded the airplane during

automatic landing operations.

Explanation of Relevant Service

Information

Fokker has issued Service Bulletin

SBF100–34–015, Revision 2, dated

November 27, 1990, which describes

procedures for a modification of the

radio altimeter wiring circuitry

associated with the AFCAS data-control

jumper. This wiring change will allow

the radio altimeters to remove the data

from AFCAS data bus whenever a

failure is detected. As a result, ‘‘LAND

2’’ operation is no longer possible with

only one radio altimeter operative. The

RLD classified this service bulletin as

mandatory and issued Netherlands

airworthiness directive (BLA) 90–023,

Issue 2, dated May 23, 1990, in order to

assure the continued airworthiness of

these airplanes in the Netherlands.
Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations 35943

FAA’s Conclusions

This airplane model is manufactured

in the Netherlands and is type

certificated for operation in the United

States under the provisions of section

21.29 of the Federal Aviation

Regulations (14 CFR 21.19) 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.

Explanation of Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design, this AD is being issued to

prevent erroneous indications and

failure of the AFCAS to properly align,

flare, and retard the airplane during

automatic landing operations when a

single radio altimeter fails. This AD

requires modification of the radio

altimeter wiring circuitry associated

with the AFCAS data-control jumper.

The actions are required to be

accomplished in accordance with the

service bulletin described previously.

Cost Impact

None of the Model F28 Mark 0100

series airplanes affected by this action

are on the U.S. Register. All airplanes

included in the applicability of this rule

currently are operated by non-U.S.

operators under foreign registry;

therefore, they are not directly affected

by this AD action. However, the FAA

considers that this rule is necessary to

ensure that the unsafe condition is

addressed in the event that any of these

subject airplanes are imported and

placed on the U.S. Register in the future.

Should an affected airplane be

imported and placed on the U.S.

Register in the future, it would require

approximately 4.6 work hours to

accomplish the required actions, at an

average labor charge of $60 per work

hour. The cost of required parts would

be negligible. Based on these figures, the

cost impact of this AD would be $276

per airplane.

Determination of Rule’s Effective Date

Since this AD action does not affect

any airplane that is currently on the

U.S. register, it has no adverse economic

impact and imposes no additional

burden on any person. Therefore, notice

and public procedures hereon are

unnecessary and the amendment may be

made effective in less than 30 days after

publication in the Federal Register.

Comments Invited

Although this action is in the form of

a final rule and was not preceded by

notice and opportunity for public

comment, comments are invited on this

rule. Interested persons are invited to

comment on this 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 under the caption

ADDRESSES. All communications

received on or before the closing date

for comments will be considered, and

this rule may be amended in light of the

comments received. Factual information

that supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the 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 that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 96–NM–132–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

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 final rule does

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)

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

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

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–14–08 Fokker: Amendment 39–9692.

Docket 96–NM–132–AD.

Applicability: Model F28 Mark 0100 series

airplanes; serial numbers 11244 through

11256 inclusive, 11259, 11260, and 11268

through 11273 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

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (b) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent erroneous indications and

failure of the AFCAS to properly align, flare,

and retard the airplane during autoland

operations when a single radio altimeter fails,

accomplish the following:

(a) Within 6 months after the effective date

of this AD, modify the radio altimeter wiring

circuitry (AFCAS data-control jumper) in

accordance with Fokker Service Bulletin

SBF100–34–015, Revision 2, dated November

27, 1990.
35944 Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations

(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 or

Avionics 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.

(d) The modification shall be done in

accordance with Fokker Service Bulletin

SBF100–34–015, Revision 2, dated November

27, 1990, which contains the following list of

effective pages:

Page number

Revision

level shown

on page

Date shown

on page

1, 5 .................. 2 November

27, 1990

2–4, 6–9 .......... 1 May 16,

1990

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Fokker Aircraft USA, Inc., 1199 North

Fairfax Street, Alexandria, Virginia 22314.

Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(e) This amendment becomes effective on

July 24,1996.

Issued in Renton, Washington, on July 1,

1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–17219 Filed 7–8–96; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 95–NM–254–AD; Amendment

39–9686; AD 96–14–04]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model DC–10 and MD–11

Series Airplanes, and KC–10A

(Military) Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model DC–10 and MD–11

series airplanes, and KC–10A (military)

airplanes, that requires identifying and

replacing certain lock link bolts in the

nose landing gear (NLG). This

amendment is prompted by a report

indicating that certain bolts were

improperly heat-treated during

manufacturing, which makes them

prone to failure. The actions specified

by this AD are intended to prevent

failure of the lock link bolts in the NLG,

which could result in the collapse of the

NLG.

DATES: Effective August 13, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 13,

1996.

ADDRESSES: The service information

referenced in this AD may be obtained

from McDonnell Douglas Corporation,

3855 Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Department C1–L51 (2–60). This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the FAA, Los

Angeles Aircraft Certification Office,

Transport Airplane Directorate, 3960

Paramount Boulevard, Lakewood,

California; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Wahib Mina, Aerospace Engineer,

Airframe Branch, ANM–120L, FAA, Los

Angeles Aircraft Certification Office,

3960 Paramount Boulevard, Lakewood,

California 90712; telephone (310) 627–

5324; fax (310) 627–5210.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain McDonnell

Douglas Model DC–10 and MD–11

series airplanes, and KC–10A (military)

airplanes was published in the Federal

Register on March 18, 1996 (61 FR

10907). That action proposed to require

a one-time visual inspection to identify

suspect lock link bolts, and the

replacement of those bolts with new

serviceable bolts.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Support for the Proposal

Four commenters support the

proposal.

Request To Allow Records Search in

Lieu of Inspection

One commenter requests that the

proposed rule be revised to allow

operators to conduct a records search to

determine if airplanes are equipped

with the suspect bolt, rather than

conduct an inspection of every airplane

in order to determine if the bolt is

installed. This commenter states that,

for some operators, the NLG lock link

bolts are required to have a tracking

history (i.e., records track the bolt by

serial number). For these operators, it

would be more economically feasible,

and just as productive, to conduct a

records search in lieu of an inspection.

The FAA concurs. Paragraph (a) of the

final rule has been revised to provide for

the option of conducting a records

search.

Request To Extend the Compliance

Time for Replacement

Several commenters request that the

proposed rule be revised to allow

operators to replace suspect bolts at a

later time. These commenters request

that, instead of requiring that a suspect

bolt be replaced prior to further flight

after the inspection is accomplished, the

proposed rule should permit operators

to replace the bolt at any time after the

inspection, but prior to the end of the

24-month compliance time. These

commenters consider that this extension

of the replacement time will obtain the

same result as intended by the FAA, and

will have a less disruptive impact on

operators’ schedules.

The FAA concurs that the bolts need

not be replaced prior to further flight

after the inspection (or records search)

is accomplished. The FAA makes this

finding based on the following data

pertinent to the configuration of the

suspect bolts themselves:

1. None of the suspect bolts were

manufactured prior the initial

production of the Model MD–11 series

airplanes (in 1991). In light of this, the

FAA is confident that none of the

suspect bolts was installed as original

equipment on any of the affected Model

DC–10 series airplanes. (Model DC–10’s

have been produced since 1971.)

2. The suspect bolts were

manufactured using a process that did

not affect their static strength

requirement, but did reduce their

fatigue life. These bolts should have a

fatigue life in the range of 58,281

landings; due to the manufacturing

process used, however, the fatigue life