Note the price of ensuring structural integrity in the last two items, which may have the effect of pushing old DC-9s and B747s into retirement.
Powerplant safety: Final rule - Mitsubishi YS-11 airplanes
Nov. 1 FR Doc 05-21543 Docket No. 98-NM-300-AD AD 2005-22-11
Requires detailed inspection of propeller hub for fatigue cracking and replacement, if necessary, with a new hub, to prevent loss of propeller. There's a history here that extends at least back to Jan. 1998, when Japanese authorities ordered a reinspection of propeller hubs deemed to have been first inspected incorrectly. A request to exclude reinspection of strengthened hubs was rebuffed, as field reports indicate two of the strengthened hubs were found with fatigue cracking.
Cost, at least $2,100 per airplane. Number of airplanes affected not specified; no aircraft are in U.S. registry, but if one is to be imported, the work must be done.
Airworthiness directive (AD) effective Dec. 6.
Powerplant safety: Final rule; request for comments - General Electric (GE) CF6-80E1 turbofan engines installed on Airbus A330 airplanes
Nov. 2 FR Doc 05-21805 Docket No. FAA-2005-22701 AD 2005-22-12
Requires inspection of thrust reverser actuation system (TRAS) locks and flexible drive shafts to prevent inadvertent deployment of thrust reverser in flight, which can lead to loss of control of the airplane, such as occurred in the 1991 crash of a Lauda Air B767 (see ASW, April 8, 2002). Action requires inspection of TRAS within 10 flight cycles of any aborted takeoff, and replacement of damaged flexible drive shafts and locks.
Action based on operators finding several damaged TRAS drive shafts during inspections.
Cost not specified. No aircraft in U.S. registry.
AD effective Dec. 2. Comments due Jan. 6, 2006.
Powerplant safety: Notice of proposed rulemaking (NPRM) - Honeywell International ALF502L and ALF502R series turbofan engines installed on BAe Systems AVRO 146 and Bombardier CL600-1A11 airplanes
Nov. 2 FR Doc 05-21802 Docket No. 92-ANE-34-AD
Requires new life limits for third stage turbine disc and shaft assemblies, and removing and replacing these parts on a drawdown schedule to prevent total loss of engine power, separation of blades and exhaust nozzle, and in-flight engine shutdown. Based on several separation incidents involving third stage turbine blades.
Cost estimated at $40,900 per engine.
Affects 180 engines installed on airplanes of U.S. registry.
Comments due Jan. 3, 2006.
Powerplant safety: NPRM - Pratt & Whitney (PW) JT9D series engines installed on Boeing B747, B767 and DC-10 airplanes and on Airbus A300 and A310 airplanes
Nov. 2 FR Doc 05-21804 Docket No. 98-ANE-47-AD
Requires inspections to identify critical rotating parts and replacement of same to prevent uncontained failure of life limited parts and consequent damage to the airplane. Action based on eddy current inspections mandated by manufacturer.
Cost of inspections placed at $65 per engine.
Affects 1,978 engines worldwide, of which 837 are installed on airplanes of U.S. registry.
Comments due Jan. 3, 2006.
Landing gear safety: Final rule - Pilatus PC-12 and PC-12/45 airplanes
Nov. 3 FR Doc 05-21803 Docket No. FAA-2005-21835 AD 2005-22-13
Requires inspection of main landing gear (MLG) assemblies for bolts of a certain part number, without white primed painted heads, and replacement of same to avoid MLG collapse from corrosion. Pilatus has produced a new bolt. This is not the only problem affecting Pilatus PC-12 and PC-12/45 landing gear safety (see ASW, Nov. 7).
Cost about $1,200 to install each landing gear modification. Pilatus will apply warranty credits to the parts.
Affects 350 airplanes in U.S. registry.
AD effective Dec. 19.
Fuel system safety: NPRM - Airbus A319-100 and A320-200 airplanes
Nov. 10 FR Doc 05-22444 Docket No. FAA-2005-22918
Requires inspection of wing fuel pumps and tanks for plastic identification labels floating in the tanks, which can foul the pumps and lead to an engine shutdown.
Cost of inspections estimated at $390 per airplane. Affects 74 airplanes in U.S. registry.
Comments due Dec. 12.
Structural safety: NPRM - Airbus A310-200 and -300 airplanes
Nov. 21 FR Doc 05-22971 Docket No. FAA-2005-23007
Requires inspection and repair of cracking and corrosion of door scuff plates, which could lead to reduced structural integrity. Numerous service bulletins (SB) apply.
Terminating action costs between $1,000 and $9,600 per airplane. Affects 46 airplanes in U.S. registry.
Comments due Dec. 21.
Structural safety: Final rule - Embraer EMB-145 airplanes
Nov. 21 FR Doc 05-22792 Docket No. FAA-2005-22256 AD 2005-23-20
Requires modification of upper frame of the firewall for the auxiliary power unit (APU) to prevent a hole which, in the event of an APU fire, could lead to smoke in the passenger cabin.
Cost of inspection placed at $65 per airplane. Affects 620 airplanes in U.S. registry.
AD effective Dec. 27.
Fuel system safety: Supplemental NPRM, reopening of comment period - Boeing B737-100 through -500 series airplanes
Dec. 1 FR Doc 05-23515 Docket No. FAA-2005-20354
Requires inspection for damage to the fuel vapor area located below wire bundles, and corrective action, to prevent arcing through the center wing tank wall and consequent ignition of explosive vapors. Stems from SFAR 88 mandated review of fuel system safety (see ASW, July 11).
Cost of replacing wire bundle clamps and installation of protective sleeves estimated at $1,013 to $1,570 per airplane. Affects 2,871 airplanes in the worldwide fleet, of which 1,042 are in U.S. registry.
Comments due Dec. 27.
Flight control safety: NPRM - Airbus A318-100, A319-100, A320-111 and -200 airplanes
Dec. 1 FR Doc 05-23514 Docket No. FAA-2005-23143
Requires detailed inspection of flap trunnions to prevent flap detaching from the airplane. Operators have reported finding wear damage after incorporating the previously mandated modification.
Cost placed at about $1,040, with parts provided by the manufacturer. Affects 719 airplanes in U.S. registry.
Comments due Jan. 3, 2006.
Engine safety: NPRM - Airbus A319-131, -132, and -133, A320-232 and -233, and A321-131 and -231 airplanes
Dec. 1 FR Doc 05-23513 Docket No. FAA-2005-23142
Requires inspection for cracks in engine mount, based on report that an incorrect torque was applied to the attachment bolts. Failure of the primary and secondary load paths could lead to engine separation from the airplane.
Cost about $650 per airplane. Affects 131 airplanes in U.S. registry.
Comments due Jan. 3, 2006.
Engine safety:Final rule - Bombardier CL-600-2C10 (regional jet 700, 701 and 702) airplanes
Dec. 5 FR Doc 05-23511 Docket No. 2003-NM-46-AD AD 2005-24-12
Requires inspection of thrust reverser cascades for correct installation to prevent asymmetric reverse thrust and consequent loss of control.
Cost of inspection and modification placed at about $450 per airplane. Affects 102 airplanes in U.S. registry.
AD effective Jan. 9, 2006.
Flight control safety: Final rule - Embraer EMB-135 and EMB-145 airplanes
Dec. 5 FR Doc 05-23512 Docket No. FAA-2005-22033 AD 2005-24-11
Requires inspection and provides for terminating action to correctly fit the lock washer, necessary to prevent unscrewing of the spring cartridge clevis and consequent jamming of the elevator.
Cost about $480 per airplane. Affects 380 airplanes in U.S. registry.
AD effective Jan. 9, 2006.
Fuel system safety:Final rule - Embraer EMB-120 airplanes
Dec. 5 FR Doc 05-23555 Docket No. FAA-2005-22631 AD 2005-25-01
Requires modifying the electrical harnesses at the wing roots to prevent chafing and arcing near a fuel tank, which could result in fire or explosion. Stems from SFAR 88 mandated review of fuel system safety (see ASW, July 11).
Cost estimated at $1,500 per airplane. Affects 112 airplanes in U.S. registry.
AD effective Jan. 9, 2006.
Fuel system safety:NPRM - Short Bros. SD3 airplanes
Dec. 5 FR Doc 05-23600 Docket No. FAA-2005-23173
Requires installation of additional fuel tank bonding jumpers and related actions to prevent ignition sources inside the fuel tanks and consequent fire or explosion Stems from SFAR 88 mandated review of fuel system safety (see ASW, July 11).
Cost about $2,600 per airplane. Affects 54 airplanes in U.S. registry.
Comments due Jan. 4, 2006.
Structural safety: Final rule - Aerospatiale ATR 42-200 and -300 airplanes
Dec. 5 FR Doc 05-23556 Docket No. FAA-2005-22454 AD 2005-25-02
Requires inspection and corrective action to prevent fatigue cracks of the cargo door skin and other areas which could lead to reduced structural integrity of the airplane.
Cost estimated at $26,000 per airplane. Affects 106 airplanes in U.S. registry.
AD effective Jan. 9, 2006.
Electrical system safety: Notice of availability and request for comments - The Federal Aviation Administration (FAA) publishes a proposed technical standard order (TSO) on trip-free aircraft circuit breakers
Dec. 5 FR Doc 05-23631
FAA publishes a draft of TSO C-178, outlining performance, test and documentation requirements for aircraft trip-free single phase 115 volt, 400 Hz arc fault circuit breakers. Unlike traditional thermally activated breakers, these new breakers will exploit computerized technology to sense when a wire circuit is going bad and interrupt the flow of current before it can wreak the damage associated with arcing. In many respects, this is the "great white hope" FAA officials believe is necessary for aircraft installation as a solution to the bad wiring problem. Note, however, that this arc fault technology does not address wiring faults, but rather cuts the flow of current before such faults lead to serious damage. In many cases, thermally activated breakers found on today's aircraft do not trip before an arc occurs, giving rise to significant wire and system damage.
One of the great challenges has been shrinking the new arc fault technology to a size that will enable replacement in the panel of the traditional thermally activated breakers with the new arc fault breakers. The proposed TSO is silent on the matter of breaker size.
A number of arc fault breakers are in development. The draft TSO does not favor one particular design, but rather sets forth performance parameters any of the new breakers must meet.
The FAA notes in announcing the proposed TSO that arc fault breakers offer the added advantage of reducing the potential for igniting surrounding material (e.g., thermal/acoustic insulation blankets).
Comments are due on the draft TSO by Jan. 4, 2006.
Structural safety:NPRM - McDonnell Douglas DC-9 series airplanes
Dec. 6 FR Doc 05-23655 Docket No. FAA-2005-23197
Requires inspections and corrective actions for stress corrosion cracks in the fuselage, which could lead to reduced structural integrity of the airplane.
Cost about $13,500 for optional terminating action. Affects 1,017 airplanes worldwide, of which 367 are in U.S. registry.
Comments due Jan. 20, 2006.
Structural safety:NPRM - Boeing B747-200C, -200F, -400, -400D and -400F airplanes
Dec. 6 FR Doc 05-23654 Docket No. FAA-2005-23196
Requires inspections and, if necessary, corrective actions, for lap joints where fatigue cracks can occur, reducing the structural integrity of the airplane. Based on extended pressure tests on B747 fuselages.
Cost placed at $34,700 per airplane, per inspection cycle (the highest price per airplane noted for recent regulatory action). Affects 796 airplanes in the worldwide fleet, of which 153 are in U.S. registry.
Comments due Jan. 20, 2006.
Source: U.S. Federal Register, see http://www.gpoaccess.gov/fr/index.html
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