Airworthiness Directives; Fokker Model F-28 Mark 1000, 2000, 3000, and 4000 Series Airplanes

DEPARTMENT OF TRANSPORTATION

14 CFR Part 39

[Docket No. 93-NM-77-AD; Amendment 39-8840; AD 94-05-02]

Airworthiness Directives; Fokker Model F-28 Mark 1000, 2000,

3000, and 4000 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD),

applicable to certain Fokker Model F-28 series airplanes, that requires

the implementation of a corrosion prevention and control program either

by accomplishing specific tasks or by revising the maintenance

inspection program to include such a program. This amendment is

prompted by reports of incidents involving corrosion and fatigue

cracking in transport category airplanes that are approaching or have

exceeded their economic design goal; these incidents have jeopardized

the airworthiness of the affected airplanes. The actions specified by

this AD are intended to prevent degradation of the structural

capabilities of the airplane due to the problems associated with

corrosion.

DATES: Effective April 7, 1994.

The incorporation by reference of certain publications listed in

the regulations is approved by the Director of the Federal Register as

of April 7, 1994.

ADDRESSES: 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

Federal Aviation Administration (FAA), Transport Airplane Directorate,

Rules Docket, 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: Mark Quam, Aerospace Engineer,

Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)

227-2145; fax (206) 227-1320.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal

Aviation Regulations to include an airworthiness directive (AD) that is

applicable to certain Fokker Model F-28 series airplanes was published

as a supplemental notice of proposed rulemaking (NPRM) in the Federal

Register on November 9, 1993 (58 FR 59418). That action proposed to

require the implementation of a corrosion prevention and control

program either by accomplishing specific tasks or by revising the

maintenance inspection program to include such a program.

Interested persons have been afforded an opportunity to participate

in the making of this amendment. Due consideration has been given to

the two comments received.

Both commenters support the proposed rule.

After careful review of the available data, including the comments

noted above, the FAA has determined that air safety and the public

interest require the adoption of the rule as proposed.

The FAA estimates that 46 airplanes of U.S. registry will be

affected by this AD, that it will take an average of approximately 7

work hours per basic task to accomplish the 77 basic tasks called out

in the Fokker Corrosion Prevention and Control Program (CPCP) Document;

this represents a total average of 539 work hours (this figure includes

not only inspection time, but access and closure time as well). The

average labor rate is $55 per work hour. Based on these figures, the

total cost impact of the AD on U.S. operators for the 4-year average

inspection cycle is estimated to be $1,363,670, or $29,645 per

airplane.

The total cost impact figure discussed above is based on

assumptions that no operator has yet accomplished any of the

requirements of this AD action, and that no operator would accomplish

those actions in the future if this AD were not adopted.

The FAA recognizes that the obligation to maintain aircraft in an

airworthy condition is vital, but sometimes expensive. Because AD's

require specific actions to address specific unsafe conditions, they

appear to impose costs that would not otherwise be borne by operators.

However, because of the general obligation of operators to maintain

aircraft in an airworthy condition, this appearance is deceptive.

Attributing those costs solely to the issuance of this AD is

unrealistic because, in the interest of maintaining safe aircraft, most

prudent operators would accomplish the required actions even if they

were not required to do so by the AD.

A full cost-benefit analysis has not been accomplished for this AD.

As a matter of law, in order to be airworthy, an aircraft must conform

to its type design and be in a condition for safe operation. The type

design is approved only after the FAA makes a determination that it

complies with all applicable airworthiness requirements. In adopting

and maintaining those requirements, the FAA has already made the

determination that they establish a level of safety that is cost-

beneficial. When the FAA, as in this AD, makes a finding of an unsafe

condition, this means that this cost-beneficial level of safety is no

longer being achieved and that the required actions are necessary to

restore that level of safety. Because this level of safety has already

been determined to be cost-beneficial, a full cost-benefit analysis for

this AD would be redundant and unnecessary.

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 14 CFR part

39 of the Federal Aviation Regulations 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.

Sec. 39.13 [Amended]

2. Section 39.13 is amended by adding the following new

airworthiness directive:

94-05-02 Fokker: Amendment 39-8840. Docket 93-NM-77-AD.

Applicability: Model F-28 Mark 1000, MK 2000, MK 3000, and MK

4000 series airplanes (does not include Model MK 0100 series

airplanes), certificated in any category.

Compliance: Required as indicated, unless accomplished

previously.

Note 1: This AD references Fokker Document SE-253, ``F-28

Corrosion Control Program,'' including all revisions through

September 15, 1992, (hereafter referred to as ``the Document''), for

basic tasks, definitions of corrosion levels, compliance times, and

reporting requirements. In addition, this AD specifies inspection

and reporting requirements beyond those included in the Document.

Where there are differences between the AD and the Document, the AD

prevails.

Note 2: As used throughout this AD, the term ``the FAA'' is

defined differently for different operators, as follows: For those

operators complying with paragraph (a) of this AD, ``the FAA'' is

defined as ``the Manager of the Standardization Branch, ANM-113,

FAA, Transport Airplane Directorate.'' For those operators operating

under Federal Aviation Regulation (FAR) Part 121 or 129, and

complying with paragraph (b) of this AD, ``the FAA'' is defined as

``the cognizant Principal Maintenance Inspector (PMI).'' For those

operators operating under FAR Part 91 or 125, and complying with

paragraph (b) of this AD, ``the FAA'' is defined as ``the cognizant

Maintenance Inspector at the appropriate FAA Flight Standards

office.''

Note 3: The FAA recommends that priority for implementing the

corrosion prevention and control program, specified in this AD, be

given to older aircraft and areas requiring a significant upgrade of

previous maintenance procedures to meet the program requirements.

To preclude degradation of the structural capabilities of the

airplane due to the problems associated with corrosion, accomplish

the following:

(a) Except as provided in paragraph (b) of this AD, complete

each of the basic tasks specified in section 2.4 of the Document in

accordance with the procedures of the Document and the schedule

specified in paragraphs (a)(1) and (a)(2) of this AD.

Note 4: A ``basic task,'' as defined in section 2.4 of the

Document, includes inspections; procedures for a corrective action,

including repairs, under identified circumstances; application of

sealants or corrosion inhibitors; and other follow-on actions.

Note 5: Airplane ``areas'' are those items listed in columnar

form in the ``ACTION'' statement of each task, as listed in the

Document.

Note 6: Basic tasks completed in accordance with the Document

before the effective date of this AD may be credited for compliance

with the initial basic task requirements of paragraph (a)(1) of this

AD.

Note 7: Where non-destructive inspection (NDI) methods are

employed, in accordance with section 2.4 of the Document, the

standards and procedures used must be acceptable to the

Administrator in accordance with FAR section 43.13.

(1) Complete the initial basic task of each aircraft zone

specified in section 2.4 of the Document as follows: (i) For

airplane areas that have not yet exceeded the ``Initial Inspection

Time (IIT)'' for a basic task as of one year after the effective

date of this AD: Initial compliance must occur no later than the

IIT, or no later than one Repeat Inspection Time (RIT) interval

measured from a date one year after the effective date of this AD,

whichever occurs later.

(ii) For airplane areas that have exceeded the IIT for a

particular basic task as of one year after the effective date of

this AD: Initial compliance must occur within one RIT interval for

that task, or within 6 years, measured from a date one year after

the effective date of this AD, whichever occurs first.

(iii) Notwithstanding paragraphs (a)(1)(i) and (a)(1)(ii) of

this AD, accomplish the initial basic task, for each area that

exceeds the IIT for that area, at a minimum rate of one such area

every two years, beginning one year after the effective date of this

AD.

Note 8: This paragraph does not require inspection of any area

that has not exceeded the IIT for that area.

Note 9: This minimum rate requirement may cause an undue

hardship on some small operators. In those circumstances, requests

for adjustments to the implementation rate will be evaluated on a

case-by-case basis under the provisions of paragraph (h) of this AD.

(2) Repeat each basic task at a time interval not to exceed the

RIT interval specified in the Document for that task.

(b) As an alternative to the requirements of paragraph (a) of

this AD: Prior to one year after the effective date of this AD,

revise the FAA-approved maintenance/inspection program to include

the corrosion control program specified in the Document; or to

include an equivalent program that is approved by the FAA. In all

cases, the initial basic task for each airplane area must be

completed in accordance with the compliance schedule specified in

paragraph (a)(1) of this AD.

(1) Any operator complying with paragraph (b) of this AD may use

an alternative recordkeeping method to that otherwise required by

FAR section 91.417 or section 121.380 for the actions required by

this AD, provided it is approved by the FAA and is included in a

revision to the FAA-approved maintenance/inspection program.

(2) Subsequent to the accomplishment of the initial basic task,

extensions of RIT intervals specified in the Document must be

approved by the FAA.

(c) To accommodate unanticipated scheduling requirements, it is

acceptable for an RIT interval to be increased by up to 10%, but not

to exceed 6 months. The FAA must be informed, in writing, of any

such extension within 30 days after such adjustment of the schedule.

(d)(1) If, as a result of any inspection conducted in accordance

with paragraphs (a) or (b) of this AD, Level 3 corrosion is

determined to exist in any airplane area, accomplish either

paragraph (d)(1)(i) or (d)(1)(ii) within 7 days after such

determination:

(i) Submit a report of that determination to the FAA and

complete the basic task in the affected aircraft zones on all Model

F-28 series airplanes in the operator's fleet; or

(ii) Submit to the FAA for approval one of the following: (A) A

proposed schedule for performing the basic tasks in the affected

aircraft zones on the remaining Model F-28 series airplanes in the

operator's fleet, which is adequate to ensure that any other Level 3

corrosion is detected in a timely manner, along with substantiating

data for that schedule; or

(B) Data substantiating that the Level 3 corrosion found is an

isolated occurrence.

Note 10: Notwithstanding the provisions of Section 2.1 of the

Document, which would permit corrosion that otherwise meets the

definition of Level 3 corrosion (i.e., which is determined to be a

potentially urgent airworthiness concern requiring expeditious

action) to be treated as Level 1 if the operator finds that it ``can

be attributed to an event not typical of the operator's usage of

other airplanes in the same fleet,'' this paragraph requires that

data substantiating any such finding be submitted to the FAA (ref.

Note 2 of this AD) for approval.

(2) The FAA may impose schedules other than those proposed, upon

finding that such changes are necessary to ensure that any other

Level 3 corrosion is detected in a timely manner.

(3) Within the time schedule approved under paragraph (d)(1) or

(d)(2) of this AD, accomplish the basic tasks in the affected

aircraft zones of the remaining Model F-28 series airplanes in the

operator's fleet.

(e) If, as a result of any inspection after the initial

inspection conducted in accordance with paragraphs (a) or (b) of

this AD, it is determined that corrosion findings exceed Level 1 in

any area, within 60 days after such determination, implement a

means, approved by the FAA, to reduce future findings of corrosion

in that area to Level 1 or better.

(f) Before any operator places into service any airplane subject

to the requirements of this AD, a schedule for the accomplishment of

basic tasks required by this AD must be established in accordance

with paragraph (f)(1) or (f)(2) of this AD, as applicable:

(1) For airplanes previously maintained in accordance with this

AD, the first basic task in each aircraft zone to be performed by

the new operator must be accomplished in accordance with the

previous operator's schedule or with the new operator's schedule,

whichever would result in the earlier accomplishment date for that

task. After each basic task has been performed once, each subsequent

task must be performed in accordance with the new operator's

schedule.

(2) For airplanes that have not been previously maintained in

accordance with this AD, the first basic task for each aircraft zone

to be performed by the new operator must be accomplished prior to

further flight or in accordance with a schedule approved by the FAA.

(g) Within 7 days after the date of detection of any Level 3

corrosion, and within 3 months after the date of detection of any

Level 2 corrosion, submit a report to Fokker of such findings, in

accordance with section 2.5 of the Document.

Note 11: Reporting to the FAA of Level 2 and Level 3 corrosion

found as a result of any opportunity inspections is highly

desirable.

(h) An alternative method of compliance or adjustment of the

compliance time, which provides an acceptable level of safety, may

be used when approved by the Manager, Standardization Branch, ANM-

113, FAA, Transport Airplane Directorate. Operators shall submit

their requests through the cognizant Maintenance Inspector at the

appropriate FAA Flight Standards office, who may concur or comment

and then send it to the Manager, Standardization Branch, ANM-113.

Note 12: Information concerning the existence of approved

alternative methods of 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 FAR

21.197 and 21.199 to operate airplanes to a base in order to comply

with the requirements of this AD.

(j) Reports of inspection results required by this AD have been

approved by the Office of Management and Budget (OMB) under the

provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et

seq.) and have been assigned OMB Control Number 2120-0056.

(k) The basic tasks shall be done in accordance with Fokker

Document SE-253 ``F28 Corrosion Control Program,'' revised through

September 15, 1992, which contains the following list of effective

pages:

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Revision level

Task No. Page No. shown on page Date shown on page

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Introduction

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1-2, 5-8, 10-15, 17-19........... 3 Jan. 1, 1992.

3-4, 9, 16, 20, 25............... 3-1 Sept. 15, 1992.

21-24, 26........................ 1 Jan. 1, 1992.

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Corrosion inspections

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Appendix A

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1-11............................. 3 Jan. 1, 1992.

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Appendix B

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1................................ 3-1 Sept. 15, 1992.

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Appendix C

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1-3.............................. 3 Jan. 1, 1992.

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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.

(l) This amendment becomes effective on April 7, 1994.

Issued in Renton, Washington, on February 18, 1994.

Darrell M. Pederson,

Acting Manager, Transport Airplane Directorate, Aircraft Certification

Service.

[FR Doc. 94-4277 Filed 3-7-94; 8:45 am]

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