Document ID: FAA-2008-0153-0001
Agency: faa
Document Type: Rule
Title: Airworthiness Directives; Fokker Model F.27 Mark 050 Airplanes
Posted Date: 2008-02-11T05:00Z

[Federal Register: February 11, 2008 (Volume 73, Number 28)]
[Rules and Regulations]               
[Page 7663-7665]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr11fe08-4]                         

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0153; Directorate Identifier 2007-NM-243-AD; 
Amendment 39-15372; AD 2008-03-21]
RIN 2120-AA64

 
Airworthiness Directives; Fokker Model F.27 Mark 050 Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule; request for comments.

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SUMMARY: We are adopting a new airworthiness directive (AD) for the 
products listed above. This AD results from mandatory continuing 
airworthiness information (MCAI) originated by an aviation authority of 
another country to identify and correct an unsafe condition on an 
aviation product. The MCAI describes the unsafe condition as:

* * * * *
    Recently, it was discovered that the inspection procedure as 
described by Fokker 50 Non-Destructive Testing Manual (NDTM), Part 
6, Chapter 53-30-02, which is referenced by Fokker 50 Maintenance 
Review Board (MRB) Tasks Number 530000-00-04 and 530000-00-08 
[currently required per AD (BLA) 2002-061], did not show the correct 
inspection areas. In addition to the existing procedure, the area at 
the kink in the bottom fuselage skin, the actual chine line, must be 
inspected. Investigation revealed that a number of aircraft have 
already passed the relevant inspection thresholds of 20,000 and 
45,000 flight cycles by a considerable margin. As a result, it may 
be possible that cracks have developed and remained undetected. * * 
*

* * * * *
    The unsafe condition is cracking and subsequent failure of the 
fuselage bottom skin, which could result in reduced structural 
integrity of the fuselage. This AD requires actions that are intended 
to address the unsafe condition described in the MCAI.

DATES: This AD becomes effective February 26, 2008.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of February 26, 
2008.
    We must receive comments on this AD by March 12, 2008.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov.
 Follow the instructions for submitting comments.

     Fax: (202) 493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-40, 1200 New 
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov
; or in person at the Docket Operations office 

between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The street address for 
the Docket Operations office (telephone (800) 647-5527) is in the 
ADDRESSES section. Comments will be available in the AD docket shortly 
after receipt.

FOR FURTHER INFORMATION CONTACT: Tom Rodriguez, Aerospace Engineer, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
227-1137; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION: 

Discussion

    The Civil Aviation Authority--The Netherlands (CAA-NL), which is 
the aviation authority for the Netherlands, has issued Dutch 
Airworthiness Directive NL-2006-009 R1 dated September 28, 2006 
(referred to after this as ``the MCAI''), to correct an unsafe 
condition for the specified products. The MCAI states:

* * * * *
    Recently, it was discovered that the inspection procedure as 
described by Fokker 50 Non-Destructive Testing Manual (NDTM), Part 
6, Chapter 53-30-02, which is referenced by Fokker 50 Maintenance 
Review Board (MRB) Tasks Number 530000-00-04 and 530000-00-08 
[currently required per AD (BLA) 2002-061], did not show the correct 
inspection areas. In addition to the existing procedure, the area at 
the kink in the bottom fuselage skin, the actual chine line, must be 
inspected. Investigation revealed that a number of aircraft have 
already passed the relevant inspection thresholds of 20,000 and 
45,000 flight cycles by a considerable margin. As a result, it may 
be possible that cracks have developed and remained undetected. To 
prevent future use of the incorrect procedure in NDTM, Part 6, 
chapter 53-30-02, Fokker Services has removed this procedure from 
the NDTM and replaced by chapter 53-30-03 (refer to NDTM Temporary 
Revisions No. 53-004 and 53-005 dated September 15, 2006). 
Furthermore the Fokker 50/60 Maintenance Planning Document (refer to 
MPD Temporary Revision No. 53-009 dated August 15, 2006) has been 
revised to delete references to the incorrect procedure and to 
include references to the correct procedure of NDTM, Part 6, chapter 
53-30-03. This condition, if not corrected, could result in failure 
of the fuselage bottom skin. Since an unsafe condition has been 
identified that is likely to exist or develop on aircraft of this 
type design, CAA-NL has originally published AD NL-2006-009, which 
is now replaced by NL-2006-009 R1.
    This directive requires a one-time inspection of the fuselage 
bottom skin at the chine line, of the area not covered by the 
procedure of NDTM, Part 6, chapter 53-30-02. This one-time 
inspection consists of two parts:

[[Page 7664]]

--A detailed visual inspection. The visual inspection is described 
in Fokker Services Service Bulletin SBF50-53-058 (dated June 30, 
2006).
--An eddy-current inspection. The eddy-current inspection is 
described in Fokker Services Service Bulletin SBF50-53-059 (dated 
August 24, 2006).

    The unsafe condition is cracking and subsequent failure of the 
fuselage bottom skin, which could result in reduced structural 
integrity of the fuselage. Corrective actions include repairing any 
cracking. You may obtain further information by examining the MCAI in 
the AD docket.

Relevant Service Information

    Fokker Services B.V. has issued Service Bulletins SBF50-53-058, 
dated June 30, 2006, and SBF50-53-059, dated August 24, 2006. The 
actions described in this service information are intended to correct 
the unsafe condition identified in the MCAI.

FAA's Determination and Requirements of This AD

    This product has been approved by the aviation authority of another 
country, and is approved for operation in the United States. Pursuant 
to our bilateral agreement with the State of Design Authority, we have 
been notified of the unsafe condition described in the MCAI and service 
information referenced above. We are issuing this AD because we 
evaluated all pertinent information and determined the unsafe condition 
exists and is likely to exist or develop on other products of the same 
type design.
    There are no products of this type currently registered in the 
United States. However, this rule is necessary to ensure that the 
described unsafe condition is addressed if any of these products are 
placed on the U.S. Register in the future.

Differences Between the AD and the MCAI or Service Information

    We have reviewed the MCAI and related service information and, in 
general, agree with their substance. But we might have found it 
necessary to use different words from those in the MCAI to ensure the 
AD is clear for U.S. operators and is enforceable. In making these 
changes, we do not intend to differ substantively from the information 
provided in the MCAI and related service information.
    We might also have required different actions in this AD from those 
in the MCAI in order to follow FAA policies. Any such differences are 
highlighted in a Note within the AD.

FAA's Determination of the Effective Date

    Since there are currently no domestic operators of this product, 
notice and opportunity for public comment before issuing this AD are 
unnecessary.

Comments Invited

    This AD is a final rule that involves requirements affecting flight 
safety, and we did not precede it by notice and opportunity for public 
comment. We invite you to send any written relevant data, views, or 
arguments about this AD. Send your comments to an address listed under 
the ADDRESSES section. Include ``Docket No. FAA-2008-0153; Directorate 
Identifier 2007-NM-243-AD'' at the beginning of your comments. We 
specifically invite comments on the overall regulatory, economic, 
environmental, and energy aspects of this AD. We will consider all 
comments received by the closing date and may amend this AD because of 
those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov
, including any personal information you provide. We 

will also post a report summarizing each substantive verbal contact we 
receive about this AD.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation 
Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this AD will not have federalism implications 
under Executive Order 13132. This AD will not have a substantial direct 
effect 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.
    For the reasons discussed above, I certify this AD:
    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. 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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new AD:

2008-03-21 Fokker Services B.V: Amendment 39-15372. Docket No. FAA-
2008-0153; Directorate Identifier 2007-NM-243-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective February 
26, 2008.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Fokker Model F.27 Mark 050 airplanes, 
certificated in any category; serial numbers 20103 through 20172 
inclusive.

Subject

    (d) Air Transport Association (ATA) of America Code 53: 
Fuselage.

Reason

    (e) The mandatory continued airworthiness information (MCAI) 
states:
* * * * *
    Recently, it was discovered that the inspection procedure as 
described by Fokker 50 Non-Destructive Testing Manual (NDTM), Part 
6, Chapter 53-30-02, which is referenced by Fokker 50 Maintenance 
Review Board (MRB) Tasks Number 530000-00-04 and 530000-00-08 
[currently required per AD (BLA) 2002-061], did not show the correct 
inspection areas. In addition to the

[[Page 7665]]

existing procedure, the area at the kink in the bottom fuselage 
skin, the actual chine line, must be inspected. Investigation 
revealed that a number of aircraft have already passed the relevant 
inspection thresholds of 20,000 and 45,000 flight cycles by a 
considerable margin. As a result, it may be possible that cracks 
have developed and remained undetected. To prevent future use of the 
incorrect procedure in NDTM, Part 6, chapter 53-30-02, Fokker 
Services has removed this procedure from the NDTM and replaced by 
chapter 53-30-03 (refer to NDTM Temporary Revisions No. 53-004 and 
53-005 dated September 15, 2006). Furthermore the Fokker 50/60 
Maintenance Planning Document (refer to MPD Temporary Revision No. 
53-009 dated August 15, 2006) has been revised to delete references 
to the incorrect procedure and to include references to the correct 
procedure of NDTM, Part 6, chapter 53-30-03. This condition, if not 
corrected, could result in failure of the fuselage bottom skin. 
Since an unsafe condition has been identified that is likely to 
exist or develop on aircraft of this type design, CAA-NL has 
originally published AD NL-2006-009, which is now replaced by NL-
2006-009 R1.
    This directive requires a one-time inspection of the fuselage 
bottom skin at the chine line, of the area not covered by the 
procedure of NDTM, Part 6, chapter 53-30-02. This one-time 
inspection consists of two parts:

--A detailed visual inspection. The visual inspection is described 
in Fokker Services Service Bulletin SBF50-53-058 (dated June 30, 
2006).
--An eddy-current inspection. The eddy-current inspection is 
described in Fokker Services Service Bulletin SBF50-53-059 (dated 
August 24, 2006).

The unsafe condition is cracking and subsequent failure of the 
fuselage bottom skin, which could result in reduced structural 
integrity of the fuselage. Corrective actions include repairing any 
cracking.

Actions and Compliance

    (f) Unless already done, do the following actions.
    (1) Before the accumulation of 20,000 total flight cycles, or 
within 3 weeks after the effective date of this AD, whichever occurs 
later, perform a detailed visual inspection for cracks of the 
fuselage bottom skin chine line between fuselage station (STA) 6675 
and STA 15375 in accordance with Part 3, Steps A. and B., of the 
Accomplishment Instructions of Fokker Service Bulletin SBF50-53-058, 
dated June 30, 2006. If any crack is found appearing through the 
paint layer, before further flight, remove the paint to determine 
the extent of the cracking and repair in accordance with the 
instructions in the service bulletin.
    (2) Before the accumulation of 45,000 total flight cycles, or 
within 3 weeks after the effective date of this AD, whichever occurs 
later, perform a detailed visual inspection for cracks of the 
fuselage bottom skin chine line between STA 1320 and STA 3100 in 
accordance with Part 3, Steps C. and D., of the Accomplishment 
Instructions of Fokker Service Bulletin SBF50-53-058, dated June 30, 
2006. If any crack is found appearing through the paint layer, 
before further flight remove the paint to determine the extent of 
the cracking and repair in accordance with the instructions in the 
service bulletin.
    (3) In all cases, whether or not cracks were found and repaired 
in accordance with the requirements in paragraphs (f)(1) and (f)(2) 
of this AD: Within 1,000 flight cycles after the visual inspections 
required by paragraphs (f)(1) and (f)(2) of this AD or within 1,000 
flight cycles after the effective date of this AD, whichever occurs 
later, do an eddy current inspection of the fuselage bottom skin 
chine line (between the same fuselage stations as covered by the 
visual inspection) in accordance with Part 3 of the Accomplishment 
Instructions of Fokker Service Bulletin SBF50-53-059, dated August 
24, 2006. If any crack is found during any eddy-current inspection, 
repair before further flight in accordance with the instructions in 
the service bulletin.
    (4) If any crack is found as a result of any inspection 
requirement of this directive, within 30 days after the inspection 
or 30 days after the effective date of this AD, whichever occurs 
later, report all findings to the Type Certificate holder at the 
following address: Fokker Services B.V., Technical Services Dept., 
P.O. Box 231, 2150 AE Nieuw-Vennep, the Netherlands.

FAA AD Differences

    Note: This AD differs from the MCAI and/or service information 
as follows: Although the MCAI or service information allows flight 
with cracks of different lengths on the fuselage bottom skin chine 
line between certain fuselage stations, this AD requires 
accomplishing the applicable repair before further flight if any 
crack is found.

Other FAA AD Provisions

    (g) The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, has the authority to approve AMOCs 
for this AD, if requested using the procedures found in 14 CFR 
39.19. Send information to ATTN: Tom Rodriguez, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone 
(425) 227-1137; fax (425) 227-1149. Before using any approved AMOC 
on any airplane to which the AMOC applies, notify your appropriate 
principal inspector (PI) in the FAA Flight Standards District Office 
(FSDO), or lacking a PI, your local FSDO.
    (2) Airworthy Product: For any requirement in this AD to obtain 
corrective actions from a manufacturer or other source, use these 
actions if they are FAA-approved. Corrective actions are considered 
FAA-approved if they are approved by the State of Design Authority 
(or their delegated agent). You are required to assure the product 
is airworthy before it is returned to service.
    (3) Reporting Requirements: For any reporting requirement in 
this AD, under the provisions of the Paperwork Reduction Act, the 
Office of Management and Budget (OMB) has approved the information 
collection requirements and has assigned OMB Control Number 2120-
0056.

Related Information

    (h) Refer to Mandatory Continuing Airworthiness Information 
(MCAI) CAA-NL Dutch Airworthiness Directive NL-2006-009 R1 dated 
September 28, 2006; and Fokker Service Bulletins SBF50-53-058, dated 
June 30, 2006, and SBF50-53-059, dated August 24, 2006; for related 
information.

Material Incorporated by Reference

    (i) You must use Fokker Service Bulletin SBF50-53-058, dated 
June 30, 2006; and Fokker Service Bulletin SBF50-53-059, dated 
August 24, 2006; as applicable, to do the actions required by this 
AD, unless the AD specifies otherwise. Fokker Service Bulletin 
SBF50-53-059 contains the following effective pages:

----------------------------------------------------------------------------------------------------------------
                Page Nos.                  Revision level shown on page             Date shown on page
----------------------------------------------------------------------------------------------------------------
 1, 3, 5, 7, 9, 11, 13, 15...............  Original....................  August 24, 2006.
2, 4, 6, 8, 10, 12, 14, 16...............  Original....................  August 21, 2006.
----------------------------------------------------------------------------------------------------------------

    (1) The Director of the Federal Register approved the 
incorporation by reference of this service information under 5 
U.S.C. 552(a) and 1 CFR part 51.
    (2) For service information identified in this AD, contact 
Fokker Services B.V., Technical Services Dept., P.O. Box 231, 2150 
AE Nieuw-Vennep, the Netherlands.
    (3) You may review copies at the FAA, Transport Airplane 
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the 
National Archives and Records Administration (NARA). For information 
on the availability of this material at NARA, call (202) 741-6030, 
or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html
.

    Issued in Renton, Washington, on January 31, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
 [FR Doc. E8-2362 Filed 2-8-08; 8:45 am]

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