# 64 FR 435: Airworthiness Directives; British Aerospace Model BAC 1-11 200 and 400 Series Airplanes

> Federal · Regulations · In force

URL: https://www.frixlaw.com/law-library/statutes/FR_PRORULE_99-49

## Section

- **Citation:** 64 FR 435
- **Heading:** Airworthiness Directives; British Aerospace Model BAC 1-11 200 and 400 Series Airplanes
- **Jurisdiction:** Federal
- **Kind:** Regulations
- **Status:** In force
- **Text as of:** August 14, 2026
- **Source:** Compiled text
- **Location:** Federal Register / Vol. 64 / 64 FR 435

## Text

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-47-AD]
RIN 2120-AA64

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 certain British Aerospace
Model BAC 1-11 200 and 400 series airplanes. That AD currently limits
the number of operations at increased cabin pressure differential, and
requires repetitive structural inspections for cracking of the
fuselage, and repair or replacement of parts, if necessary. This action
would require additional repetitive inspections for cracking of the
fuselage. This proposal is prompted by the determination that airplanes
operating at increased cabin pressure differential are more likely to
develop fatigue cracking earlier in their service lives than those
airplanes operating at normal cabin differential pressures. The actions
specified by the proposed AD are intended to detect and correct fatigue
cracking of the airplane fuselage, which could result in reduced
structural integrity of the airplane.

DATES: Comments must be received by February 4, 1999.

ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 98-NM-47-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, Service Support, 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.
pected 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, Service Support, 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: Norman B. Martenson, Manager,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
227-2110; fax (425) 227-1149.

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 98-NM-47-AD.'' The postcard will be date stamped and
returned to the commenter.

Availability of NPRMs
ith
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 98-NM-47-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-114, Attention: Rules
Docket No. 98-NM-47-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.

Discussion

On August 14, 1989, the FAA issued AD 89-18-10, amendment 39-6310
(54 FR 34768, August 22, 1989), applicable to certain British Aerospace
Model BAC 1-11 200 and 400 series airplanes. That AD currently limits
the number of operations at increased cabin pressure differential, and
requires repetitive structural inspections for cracking of the
fuselage, and repair or replacement of parts, if necessary. That action
was prompted by the determination that airplanes operating at increased
cabin pressure differential are more likely to develop fatigue cracking
earlier in their service lives than those airplanes operating at normal
cabin differential pressures. The requirements of that AD are intended
to prevent inability of the

airplane structure to carry required loads.

Actions Since Issuance of AD 89-18-10

Since the issuance of AD 89-18-10, the Civil Aviation Authority
(CAA), which is the airworthiness authority for the United Kingdom,
advises that it has reviewed existing mandated supplemental fatigue
inspections applied to older Model BAC 1-11 series airplanes. Following
this review, additional routine visual inspections of the fuselage were
recommended to improve the probability of the detection of fatigue
cracking. Such fatigue cracking, if not corrected, could result in
reduced structural integrity of the airplane.

Explanation of Relevant Service Information
dated supplemental fatigue
inspections applied to older Model BAC 1-11 series airplanes. Following
this review, additional routine visual inspections of the fuselage were
recommended to improve the probability of the detection of fatigue
cracking. Such fatigue cracking, if not corrected, could result in
reduced structural integrity of the airplane.

Explanation of Relevant Service Information

The manufacturer has issued British Aerospace Alert Service
Bulletin 53-A-PM5922, Issue 2, dated April 27, 1995, which describes
procedures for repetitive structural inspections for cracking of the
fuselage. The procedures described in Issue 2 of the service bulletin
are essentially identical to Issue 1, however, it adds additional areas
to be inspected and revises certain inspection thresholds and
intervals. The CAA classified this alert service bulletin as mandatory
in order to assure the continued airworthiness of these airplanes in
the United Kingdom.

FAA's Conclusions

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.

Explanation of Requirements of Proposed Rule
ss 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.

Explanation of Requirements of Proposed Rule

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 89-18-10 to
continue to limit the number of operations at increased cabin pressure
differential, and require repetitive structural inspections for
cracking of the fuselage, and repair or replacement of parts, if
necessary. The proposed AD would require additional repetitive
structural inspections for cracking of the fuselage, revise certain
inspection thresholds and intervals, and corrective actions, if
necessary. The actions would be required to be accomplished in
accordance with Issue 2 of the alert service bulletin described
previously, except as discussed below.

Differences Between Proposed Rule and Alert Service Bulletin

Operators should note that, although the alert service bulletin
does not specify an initial compliance time for performing the
additional visual inspections, the FAA has determined that a threshold
of 3 months to accomplish those inspections would address the
identified unsafe condition in a timely manner. In developing this
compliance time, the FAA considered the degree of urgency associated
with addressing the subject unsafe condition, the average utilization
of the affected fleet, and the time necessary to perform the
inspections. In light of all of these factors, the FAA finds that this
compliance time represents an appropriate interval of time allowable
for affected airplanes to continue to operate without compromising
safety.

Cost Impact
ed the degree of urgency associated
with addressing the subject unsafe condition, the average utilization
of the affected fleet, and the time necessary to perform the
inspections. In light of all of these factors, the FAA finds that this
compliance time represents an appropriate interval of time allowable
for affected airplanes to continue to operate without compromising
safety.

Cost Impact

There are approximately 42 airplanes of U.S. registry that would be
affected by this proposed AD.
The actions that are currently required by AD 89-18-10, and
retained in this proposed AD, take approximately 67 work hours per
airplane to accomplish, at an average labor rate of $60 per work hour.
Based on these figures, the cost impact of the currently required
actions on U.S. operators is estimated to be $168,840, or $4,020, per
airplane.
The new inspections that are proposed in this AD action would take
approximately 29 work hours per airplane to accomplish, at an average
labor rate of $60 per work hour. Based on these figures, the cost
impact of the new proposed requirements of this AD on U.S. operators is
estimated to be $73,080, or $1,740 per airplane, per inspection cycle.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the current or proposed
requirements of this AD action, and that no operator would accomplish
those actions in the future if this AD were not adopted.

Regulatory Impact
requirements of this AD on U.S. operators is
estimated to be $73,080, or $1,740 per airplane, per inspection cycle.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the current or proposed
requirements of this AD action, and that no operator would accomplish
those actions in the future if this AD were not adopted.

Regulatory Impact

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. 106(g), 40113, 44701.

Sec. 39.13 [Amended]
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. 106(g), 40113, 44701.

Sec. 39.13 [Amended]

2. Section 39.13 is amended by removing amendment 39-6310 (54 FR
34768, August 22, 1989), and by adding a new airworthiness directive
(AD), to read as follows:

British Aerospace Airbus Limited (Formerly British Aerospace
Commercial Aircraft Limited, British Aerospace Aircraft Group):
Docket 98-NM-47-AD. Supersedes AD 89-18-10, Amendment 39-6310.
Applicability: Model BAC 1-11 200 and 400 series airplanes on
which British Aerospace Modifications PM2840 and PM3187 have been
accomplished; or on which British Aerospace Modification PM4886 has
been accomplished; except for airplanes on which British Aerospace

Modification PM5282 (cabin freight door) has been accomplished; and
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 (f) 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.
d, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (f) 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 detect and correct fatigue cracking of the airplane fuselage,
which could result in reduced structural integrity of the airplane,
accomplish the following:
(a) Except as provided by paragraph (c) of this AD: For
airplanes modified for operation to a maximum of 7.75 pounds per
square inch (psi) cabin pressure differential, as specified in
British Aerospace Alert Service Bulletin 53-A-PM5922, Issue 1, dated
January 27, 1987, accomplish the requirements of paragraphs (a)(1)
and (a)(2) of this AD.
(1) At or prior to the accumulation of 55,000 total landings, or
within 15 months after September 28, 1989 (the effective date of AD
89-18-10, amendment 39-6310), whichever occurs later, perform the
inspections specified in paragraph 2.1 of the alert service
bulletin. Thereafter, repeat the inspections in accordance with
paragraph 2.1.1 of the alert service bulletin at intervals shown in
Table AA of the alert service bulletin.
(2) At or prior to the accumulation of 60,000 total landings, or
within 30 days after September 28, 1989, whichever occurs later,
reduce the aircraft maximum cabin pressure differential to 7.5 psi
by system modification, in accordance with a method approved by the
Manager, International Branch, ANM-116, FAA, Transport Airplane
Directorate.
ls shown in
Table AA of the alert service bulletin.
(2) At or prior to the accumulation of 60,000 total landings, or
within 30 days after September 28, 1989, whichever occurs later,
reduce the aircraft maximum cabin pressure differential to 7.5 psi
by system modification, in accordance with a method approved by the
Manager, International Branch, ANM-116, FAA, Transport Airplane
Directorate.
(b) Except as provided by paragraph (d) of this AD: For
airplanes modified for operation at cabin pressure differentials
above 7.75 psi up to a maximum of 8.2 psi, as specified in British
Aerospace Alert Service Bulletin 53-A-PM5922, Issue 1, dated January
27, 1987, accomplish the requirements of paragraph (b)(1) or (b)(2)
of this AD, as applicable. Subsequently, accomplish the requirements
of paragraphs (b)(3) and (b)(4), or paragraphs (b)(5) and (b)(6) of
this AD, as applicable.
(1) For airplanes originally manufactured for operation at cabin
pressure differentials above 7.75 psi, at or prior to the
accumulation of the number of landings shown for initial inspection
in the ``NE period'' column of Table AA in the alert service
bulletin, or within 15 months after September 28, 1989, whichever
occurs later, perform inspections specified in paragraph 2.2.1 of
the alert service bulletin and repeat the inspections as specified
in paragraph 2.2.3 of the alert service bulletin at the intervals
shown in Table AA of the alert service bulletin.
initial inspection
in the ``NE period'' column of Table AA in the alert service
bulletin, or within 15 months after September 28, 1989, whichever
occurs later, perform inspections specified in paragraph 2.2.1 of
the alert service bulletin and repeat the inspections as specified
in paragraph 2.2.3 of the alert service bulletin at the intervals
shown in Table AA of the alert service bulletin.
(2) For airplanes modified for operation at cabin pressure
differential above 7.75 psi after the airplane entered service, at
or prior to the accumulation of the number of landings shown for
initial inspection in the ``NE period'' column [obtained using the
inspection adjustment graph (page 6) of the alert service bulletin],
in Table AA of the alert service bulletin, or within 15 months after
September 28, 1989, whichever occurs later, perform initial
inspections specified in paragraph 2.2.2 of the alert service
bulletin. Thereafter, repeat the inspections as specified in
paragraph 2.2.3 of the alert service bulletin, at intervals shown in
Table AA of the alert service bulletin.
(3) At or prior to the accumulation of 55,000 total landings, or
within 30 days after September 28, 1989, whichever occurs later,
reduce the aircraft cabin maximum operating pressure differential to
7.5 or 7.75 psi by modification as specified in paragraph 2.2.4 of
the alert service bulletin, in accordance with a method approved by
the Manager, International Branch, ANM-116.
(4) For airplanes which have had the cabin pressure differential
reduced from 8.2 psi to 7.75 psi as specified in paragraph 2.2.6 of
the alert service bulletin, perform repetitive inspections at the
intervals specified in the ``N.E. period'' column in Table AA of the
alert service bulletin.
service bulletin, in accordance with a method approved by
the Manager, International Branch, ANM-116.
(4) For airplanes which have had the cabin pressure differential
reduced from 8.2 psi to 7.75 psi as specified in paragraph 2.2.6 of
the alert service bulletin, perform repetitive inspections at the
intervals specified in the ``N.E. period'' column in Table AA of the
alert service bulletin.
(5) At or prior to the accumulation of 60,000 total landings, or
within 30 days after September 28, 1989, whichever occurs later, the
airplane cabin maximum operating pressure differential must be
reduced to 7.5 psi by modification as specified in paragraph 2.2.7
of the alert service bulletin, in accordance with a method approved
by the Manager, International Branch, ANM-116.
(6) For airplanes modified for 8.2 psi maximum cabin operating
pressure differential and operated for a period in excess of any
Table AA inspection threshold in the alert service bulletin, perform
one additional inspection at or prior to the Table AA ``N.E.
period'' column repeat interval after limiting operation to 7.5 psi,
as specified in paragraph 2.2.5 of the alert service bulletin.
(c) For airplanes modified for operation to a maximum of 7.75
pounds per square inch (psi) cabin pressure differential, as
specified in British Aerospace Alert Service Bulletin 53-A-PM5922,
Issue 2, dated April 27, 1995: Prior to the accumulation of the
number of landings specified in Table AA of the alert service
bulletin, or within 3 months after the effective date of this AD,
whichever occurs later, perform the inspections specified in
paragraph 2.1 of the alert service bulletin. Thereafter, repeat the
inspections in accordance with paragraph 2.1.1 of the alert service
bulletin at the intervals shown in Table AA of the alert service
bulletin. Accomplishment of the inspections required by this
paragraph terminates the repetitive inspections required by
paragraph (a)(1) of this AD.
later, perform the inspections specified in
paragraph 2.1 of the alert service bulletin. Thereafter, repeat the
inspections in accordance with paragraph 2.1.1 of the alert service
bulletin at the intervals shown in Table AA of the alert service
bulletin. Accomplishment of the inspections required by this
paragraph terminates the repetitive inspections required by
paragraph (a)(1) of this AD.

Note 2: Paragraph (a)(1) of this AD restates the requirement for
an initial and repetitive inspections contained in paragraph A.1. of
AD 89-18-10. Therefore, for operators who have previously
accomplished at least the initial inspection in accordance with AD
89-18-10, paragraph (c) of this AD requires that the next scheduled
inspection be performed within the repetitive inspection interval
specified in Table AA of Issue 2 of the alert service bulletin,
after the last inspection performed in accordance with paragraph
A.1. of AD 89-18-10.

(d) For airplanes modified for operation at cabin pressure
differentials above 7.75 psi up to a maximum of 8.2 psi, as
specified in British Aerospace Alert Service Bulletin 53-A-PM5922,
Issue 2, dated April 27, 1995: Prior to the accumulation of the
number of landings specified in Table AA of the alert service
bulletin, or within 3 months after the effective date of this AD,
whichever occurs later, perform the inspections specified in
paragraph 2.2.1 of the alert service bulletin. Thereafter, repeat
the inspections in accordance with paragraph 2.2.3 of the alert
service bulletin at the intervals shown in Table AA of the alert
service bulletin. Accomplishment of the inspections required by this
paragraph terminates the repetitive inspections required by
paragraph (b)(1), (b)(2) or (b)(4) of this AD, as applicable.
this AD, as applicable.
(1) Replace the defective part with a serviceable part of the
same part number in accordance with the Structural Repair Manual; or
(2) For damage within the limits specified in the BAC 1-11
Structural Repair Manual, repair in accordance with the Structural
Repair Manual; or
(3) Repair in accordance with a method approved by the Manager,
International Branch, ANM-116.
(f) 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, International Branch, ANM-116.
Operators shall submit their requests through an appropriate FAA
Principal Maintenance Inspector, who may add comments and then send
it to the Manager, International Branch, ANM-116.

Note 4: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the International Branch, ANM-116.

(g) 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.

Issued in Renton, Washington, on December 28, 1998.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-49 Filed 1-4-99; 8:45 am]
BILLING CODE 4910-13-P

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Source: Frix Law Library, https://www.frixlaw.com/law-library/statutes/FR_PRORULE_99-49. Check the current official text before relying on it. Not legal advice.