62396 Federal Register / Vol. 69, No. 206 / Tuesday, October 26, 2004 / Rules and Regulations 

electronics and electrical systems to 

command and control airplanes have 

made it necessary to provide adequate 

protection. 

To ensure that a level of safety is 

achieved equivalent to that intended by 

the regulations incorporated by 

reference, special conditions are needed 

for the Gulfstream Aerospace 

Corporation Model G–1159, G–1159A, 

and G–1159B series airplanes. These 

special conditions require that new 

avionics/electronics and electrical 

systems that perform critical functions 

be designed and installed to preclude 

component damage and interruption of 

function due to both the direct and 

indirect effects of HIRF. 

High-Intensity Radiated Fields (HIRF) 

With the trend toward increased 

power levels from ground-based 

transmitters, and the advent of space 

and satellite communications coupled 

with electronic command and control of 

the airplane, the immunity of critical 

digital avionics/electronics and 

electrical systems to HIRF must be 

established. 

It is not possible to precisely define 

the HIRF to which the airplane will be 

exposed in service. There is also 

uncertainty concerning the effectiveness 

of airframe shielding for HIRF. 

Furthermore, coupling of 

electromagnetic energy to cockpitinstalled equipment through the cockpit 

window apertures is undefined. Based 

on surveys and analysis of existing HIRF 

emitters, an adequate level of protection 

exists when compliance with the HIRF 

protection special condition is shown 

with either paragraph 1 or 2 below: 

1. A minimum threat of 100 volts rms 

(root-mean-square) per meter electric 

field strength from 10 KHz to 18 GHz. 

a. The threat must be applied to the 

system elements and their associated 

wiring harnesses without the benefit of 

airframe shielding. 

b. Demonstration of this level of 

protection is established through system 

tests and analysis. 

2. A threat external to the airframe of 

the field strengths identified in the table 

below for the frequency ranges 

indicated. Both peak and average field 

strength components from the table are 

to be demonstrated.

Frequency 

Field strength

(volts per meter) 

Peak Average 

10 kHz–100 kHz ....... 50 50

100 kHz–500 kHz ..... 50 50

500 kHz–2 MHz ........ 50 50

2 MHz–30 MHz ......... 100 100

30 MHz–70 MHz ....... 50 50

Frequency 

Field strength

(volts per meter) 

Peak Average 

70 MHz–100 MHz ..... 50 50

100 MHz–200 MHz ... 100 100

200 MHz–400 MHz ... 100 100

400 MHz–700 MHz ... 700 50

700 MHz–1 GHz ....... 700 100

1 GHz–2 GHz ........... 2000 200

2GHz–4 GHz ............ 3000 200

4 GHz–6 GHz ........... 3000 200

6 GHz–8 GHz ........... 1000 200

8 GHz–12 GHz ......... 3000 300

12 GHz–18 GHz ....... 2000 200

18 GHz–40 GHz ....... 600 200

The field strengths are expressed in terms 

of peak of the root-mean-square (rms) over 

the complete modulation period. 

The threat levels identified above are 

the result of an FAA review of existing 

studies on the subject of HIRF, in light 

of the ongoing work of the 

Electromagnetic Effects Harmonization 

Working Group of the Aviation 

Rulemaking Advisory Committee. 

Applicability: As discussed above, 

these special conditions are applicable 

to the Gulfstream Aerospace 

Corporation Model G–1159, G–1159A, 

and G–1159B series airplanes. Should 

Business Jet Technologies apply at a 

later date for a supplemental type 

certificate to modify any other model 

included on Type Certificate No. A12EA 

to incorporate the same or similar novel 

or unusual design feature, these special 

conditions would apply to that model as 

well as under the provisions of § 21.101. 

Conclusion 

This action affects only certain novel 

or unusual design features on the 

Gulfstream Aerospace Corporation 

Model G–1159, G–1159A, and G–1159B 

series airplanes. It is not a rule of 

general applicability and affects only 

the applicant who applied to the FAA 

for approval of these features on the 

airplane. 

The substance of the special 

conditions for these airplanes has been 

subjected to the notice and comment 

procedure in several prior instances and 

has been derived without substantive 

change from those previously issued. 

Because a delay would significantly 

affect the certification of the airplane, 

which is imminent, the FAA has 

determined that prior public notice and 

comment are unnecessary and 

impracticable, and good cause exists for 

adopting these special conditions 

immediately. The FAA is requesting 

comments to allow interested persons to 

submit views that may not have been 

submitted in response to the prior 

opportunities for comment described 

above.

List of Subjects in 14 CFR Part 25

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements.

■ The authority citation for these special 

conditions is as follows:

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

44702, 44704. 

The Special Conditions

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the supplemental type 

certification basis for the Gulfstream 

Aerospace Corporation Model G–1159, 

G–1159A, and G–1159B series airplanes 

modified by Business Jet Technologies: 

1. Protection From Unwanted Effects 

of High-Intensity Radiated Fields 

(HIRF). Each electrical and electronic 

system that performs critical functions 

must be designed and installed to 

ensure that the operation and 

operational capability of these systems 

to perform critical functions are not 

adversely affected when the airplane is 

exposed to high intensity radiated 

fields. 

2. For the purpose of these special 

conditions, the following definition 

applies: 

Critical Functions: Functions whose 

failure would contribute to or cause a 

failure condition that would prevent the 

continued safe flight and landing of the 

airplane.

Issued in Renton, Washington, on October 

18, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–23861 Filed 10–25–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. FAA–2004–18033; Directorate 

Identifier 2004–CE–16–AD; Amendment 39–

13828; AD 2004–21–08] 

RIN 2120–AA64

Airworthiness Directives; Cessna 

Aircraft Company Models 190, 195 (L–

126A,B,C), 195A, and 195B Airplanes

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: The FAA adopts a new 

airworthiness directive (AD) for all 

Cessna Aircraft Company (Cessna) 

Models 190, 195 (L–126A,B,C), 195A, 

Federal Register / Vol. 69, No. 206 / Tuesday, October 26, 2004 / Rules and Regulations 62397

and 195B airplanes that are equipped 

with certain inboard aileron hinge 

brackets. This AD requires you to 

repetitively inspect the affected inboard 

aileron hinge brackets for cracks or 

corrosion and replace them if found 

cracked or corroded. Replacement with 

aluminum brackets would terminate the 

need for the repetitive inspections. This 

AD results from several reports of cracks 

and corrosion found on the magnesium 

aileron hinge brackets. Magnesium is 

known to be susceptible to corrosion. 

We are issuing this AD to detect and 

correct corrosion damage to the inboard 

aileron hinge brackets. Such damage 

could result in the brackets cracking 

across the bearing boss and could lead 

to the aileron separating from the 

airplane with consequent reduced or 

loss of control of the airplane.

DATES: This AD becomes effective on 

November 30, 2004. 

As of November 30, 2004, the Director 

of the Federal Register approved the 

incorporation by reference of certain 

publications listed in the regulation.

ADDRESSES: To get the service 

information identified in this AD, 

contact Cessna Aircraft Company, 

Product Support P.O. Box 7706, 

Wichita, Kansas 67277; telephone: (316) 

517–5800; facsimile: (316) 942–9006. To 

review this service information, go to 

the National Archives and Records 

Administration (NARA). For 

information on the availability of this 

material at NARA, go to: http://

www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html or call (202) 741–

6030. 

To view the AD docket, go to the 

Docket Management Facility; U.S. 

Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

0001 or on the Internet at http://

dms.dot.gov. The docket number is 

FAA–2004–18033; Directorate Identifier 

2004–CE–16–AD.

FOR FURTHER INFORMATION CONTACT: Gary 

D. Park, Aerospace Engineer, FAA, 

Wichita Aircraft Certification Office, 

1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas 

67209; telephone: (316) 946–4123; 

facsimile: (316) 946–4107.

SUPPLEMENTARY INFORMATION: 

Discussion 

What events have caused this AD?

The FAA has received several reports of 

cracks and corrosion on part number (P/

N) 0322709 and P/N 0322709–1 inboard 

aileron hinge brackets on Cessna Models 

190, 195 (L–126A,B,C), 195A, and 195B 

airplanes. These inboard aileron hinge 

brackets are constructed of magnesium, 

which is highly susceptible to corrosion. 

When corrosion starts to develop, the 

inboard aileron hinge brackets could 

crack across the bearing boss. 

What is the potential impact if FAA 

took no action? Cracked or corroded 

inboard aileron hinge brackets, if not 

detected and corrected, could result in 

the ailerons separating from the airplane 

with consequent reduced or loss of 

control of the airplane. 

Has FAA taken any action to this 

point? We issued a proposal to amend 

part 39 of the Federal Aviation 

Regulations (14 CFR part 39) to include 

an AD that would apply to all Cessna 

Models 190, 195 (L–126A,B,C), 195A, 

and 195B airplanes. This proposal was 

published in the Federal Register as a 

notice of proposed rulemaking (NPRM) 

on July 15, 2004 (69 FR 42358). The 

NPRM proposed to require you to 

repetitively inspect the affected inboard 

aileron hinge brackets for cracks or 

corrosion and replace them if found 

cracked or corroded. Replacement with 

aluminum brackets would terminate the 

need for the repetitive inspections. 

Accomplishment of the proposed 

inspections would be following Cessna 

Single Engine Service Bulletin SEB04–

1, dated April 26, 2004. 

Comments 

Was the public invited to comment?

We provided the public the opportunity 

to participate in developing this AD. 

The following presents the comments 

received on the proposal and FAA’s 

response to each comment: 

Comment Issue No. 1: Allow for 

Replacement of Inboard Aileron Hinge 

Brackets Other Than Cessna Inboard 

Aileron Hinge Brackets 

What is the commenter’s concern?

Several commenters point out that the 

NPRM is confusing. They state that the 

NPRM preamble states that you must 

replace any inboard aileron hinge 

bracket made from magnesium with one 

made from aluminum. However, the 

actual AD portion of the NPRM refers to 

replacing with inboard aileron hinge 

brackets as specified in Cessna Single 

Engine Service Bulletin SEB04–1, dated 

April 26, 2004. The commenters believe 

that this could be confusing in the field 

as to whether you can install nonCessna parts. 

Some of these commenters wanted 

FAA to list the parts that were approved 

for installation, including Cessna parts, 

supplemental type certificate (STC) 

parts, and parts manufacturer approval 

(PMA) parts. 

What is FAA’s response to the 

concern? The FAA agrees that the 

NPRM is confusing. The intent was to 

allow installation of any FAA-approved 

inboard aileron hinge bracket that is 

made from aluminum as terminating 

action for the repetitive inspections. We 

will rewrite this portion of the AD to 

ensure that the intent is communicated 

correctly. 

However, listing all approved 

replacement inboard aileron hinge 

brackets in the AD is a tedious task and 

one that could become burdensome if 

others wanted the list updated at a later 

time. Therefore, we are not including a 

list of FAA-approved replacement parts. 

We will include information that states 

that FAA-approved replacement parts 

may be Cessna parts, STC parts, or PMA 

parts, etc. 

The final rule reflects the change in 

wording to ensure the understanding 

that you may install non-Cessna parts. 

Comment Issue No. 2: Refer to the 

Model 195 Airplanes as Model 195 (L–

126A,B,C) Airplanes 

What is the commenter’s concern?

One commenter recommends that FAA 

change reference to the Model 195 

airplanes in the applicability to Model 

195 (L–126A,B,C) airplanes. This would 

coincide with Type Certificate Data 

Sheet A–790, Revision 36, dated March 

31, 2003. 

What is FAA’s response to the 

concern? The FAA agrees and will 

change the final rule AD accordingly. 

Conclusion 

What is FAA’s final determination on 

this issue? We have carefully reviewed 

the available data and determined that 

air safety and the public interest require 

adopting the AD as proposed except for 

the changes discussed above and minor 

editorial corrections. We have 

determined that these changes and 

minor corrections:

—Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

—Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Docket Information 

Where can I go to view the docket 

information? You may view the AD 

docket that contains information 

relating to this subject in person at the 

DMS Docket Offices between 9 a.m. and 

5 p.m. (eastern standard time), Monday 

through Friday, except Federal holidays. 

The Docket Office (telephone 1–800–

647–5227) is located on the plaza level 

of the Department of Transportation 

NASSIF Building at the street address 

stated in ADDRESSES. You may also view 

the AD docket on the Internet at 

62398 Federal Register / Vol. 69, No. 206 / Tuesday, October 26, 2004 / Rules and Regulations 

http://dms.dot.gov.

Changes to 14 CFR Part 39—Effect on 

the AD 

How does the revision to 14 CFR part 

39 affect this AD? On July 10, 2002, the 

FAA published a new version of 14 CFR 

part 39 (67 FR 47997, July 22, 2002), 

which governs the FAA’s AD system. 

This regulation now includes material 

that relates to altered products, special 

flight permits, and alternative methods 

of compliance. This material previously 

was included in each individual AD. 

Since this material is included in 14 

CFR part 39, we will not include it in 

future AD actions.

Costs of Compliance 

How many airplanes does this AD 

impact? We estimate that this AD affects 

1,180 airplanes in the U.S. registry. 

What is the cost impact of this AD on 

owners/operators of the affected 

airplanes? We estimate the following 

costs to do this proposed inspection:

Labor cost Parts cost Total cost per airplane Total cost on U.S. operators 

1 workhour × $65 per hour = $65 .......... No special parts necessary for inspection.$65 1,180 airplanes × $65 = $76,700. 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of this 

proposed inspection. We have no way of 

determining the number of airplanes 

that may need this replacement:

Labor cost Parts cost Total cost per airplane 

6 workhours × $65 per hour = $390 .......................................................................................................... $2,954 $3,344

Regulatory Findings 

Will this AD impact various entities?

We have 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. 

Will this AD involve a significant rule 

or regulatory action? For the reasons 

discussed above, I certify that 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 summary of the costs 

to comply with this AD and placed it in 

the AD Docket. You may get a copy of 

this summary by sending a request to us 

at the address listed under ADDRESSES.

Include ‘‘Docket No. FAA–2004–18033; 

Directorate Identifier 2004–CE–16–AD’’

in your request.

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 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. FAA amends § 39.13 by adding a 

new AD to read as follows:

2004–21–08 Cessna Aircraft Company:

Amendment 39–13828; Docket No. 

FAA–2004–18033; Directorate Identifier 

2004–CE–16–AD. 

When Does This AD Become Effective? 

(a) This AD becomes effective on 

November 30, 2004. 

What Other ADs Are Affected by This 

Action? 

(b) None. 

What Airplanes Are Affected by This AD? 

(c) This AD affects Models 190, 195 (L–

126A, B, C), 195A, and 195B airplanes, all 

serial numbers, that are: 

(1) certificated in any category; and 

(2) equipped with at least one part number 

(P/N) 0322709 or P/N 0322709–1 inboard 

aileron hinge bracket. 

What Is the Unsafe Condition Presented in 

This AD? 

(d) This AD is the result of several reports 

of cracks and corrosion found on the 

magnesium aileron hinge brackets. 

Magnesium is known to be susceptible to 

corrosion. We are issuing this AD to detect 

and correct corrosion damage to the inboard 

aileron hinge brackets. Such damage could 

result in the brackets cracking across the 

bearing boss and could lead to the aileron 

separating from the airplane with consequent 

reduced or loss of control of the airplane. 

What Must I Do To Address This Problem? 

(e) To address this problem, you must do 

the following:

Actions Compliance Procedures 

(1) Inspect each P/N 0322709 and P/N 

0322709–1 inboard aileron hinge bracket or 

any other bracket made from magnesium for 

cracks or corrosion.

Initially inspect within the next 100 hours timein-service (TIS) after November 30, 2004 

(the effective date of this AD), unless already done. Repetitively inspect thereafter 

at intervals not to exceed 100 hours TIS 

until each bracket is replaced with an FAAapproved bracket that is made with aluminum.

Follow the procedures in Cessna Single Engine Service Bulletin SEB04–1, dated April 

26, 2004. 

Federal Register / Vol. 69, No. 206 / Tuesday, October 26, 2004 / Rules and Regulations 62399

Actions Compliance Procedures 

(2) Replace any cracked or corroded inboard 

aileron hinge bracket.

(i) If replacement is with a bracket made from 

magnesium, do the 100-hour TIS interval repetitive inspections as required in paragraph 

(e)(1) of this AD.

(ii) If replacement is with an FAA-approved 

bracket that is made from aluminum, then no 

further inspections are necessary. These can 

be Cessna parts or non-Cessna parts.

Prior to further flight after any inspection 

where any cracked or corroded bracket is 

found. You may terminate the repetitive inspections required by this AD when all 

brackets are replaced with FAA-approved 

brackets that are made with aluminum, as 

specified in the service information.

Use the procedures included with the FAA-approved replacement and the FAA-approved 

maintenance manual. This could include 

Cessna parts, supplemental type certificate 

(STC) parts, or parts manufacturer approval 

(PMA) parts, etc. 

(3) As terminating action for the repetitive inspections, you may replace all inboard aileron hinge brackets with FAA-approved brackets that are made from aluminum (as specified in paragraph (e)(2)(ii) of this AD) regardless if any corrosion or crack is found.You may do this replacement at any time, but 

you must replace any corroded or cracked 

bracket prior to further flight after the applicable inspection where any corrosion or 

crack is found.

Use the procedures included with the approved replacement and the FAA-approved 

maintenance manual. This could include 

Cessna parts, STC parts, or PMA parts, 

etc. 

May I Request an Alternative Method of 

Compliance? 

(f) You may request a different method of 

compliance or a different compliance time 

for this AD by following the procedures in 14 

CFR 39.19. Unless FAA authorizes otherwise, 

send your request to your principal 

inspector. The principal inspector may add 

comments and will send your request to the 

Manager, Wichita Aircraft Certification 

Office, FAA. For information on any already 

approved alternative methods of compliance, 

contact Gary D. Park, Aerospace Engineer, 

FAA, Wichita Aircraft Certification Office, 

1801 Airport Road, Room 100, Mid-Continent 

Airport, Wichita, Kansas 67209; telephone: 

(316) 946–4123; facsimile: (316) 946–4107. 

Does This AD Incorporate Any Material by 

Reference? 

(g) You must do the inspections required 

by this AD following the instructions in 

Cessna Single Engine Service Bulletin 

SEB04–1, dated April 26, 2004. The Director 

of the Federal Register approved the 

incorporation by reference of this service 

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

and 1 CFR part 51. To get a copy of this 

service information, contact Cessna Aircraft 

Company, Product Support P.O. Box 7706, 

Wichita, Kansas 67277; telephone: (316) 517–

5800; facsimile: (316) 942–9006. To review 

copies of this service information, go to the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html or call (202) 741–6030. To 

view the AD docket, go to the Docket 

Management Facility; U.S. Department of 

Transportation, 400 Seventh Street, SW., 

Nassif Building, Room PL–401, Washington, 

DC 20590–001 or on the Internet at http://

dms.dot.gov. The docket number is FAA–

2004–18033.

Issued in Kansas City, Missouri, on 

October 13, 2004. 

William J. Timberlake, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–23729 Filed 10–25–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. 2003–NM–90–AD; Amendment 

39–13804; AD 2004–19–10] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule; correction.

SUMMARY: This document corrects a 

typographical error that appeared in 

airworthiness directive (AD) 2004–19–

10 that was published in the Federal 

Register on September 27, 2004 (69 FR 

57632). The typographical error resulted 

in the omission of the AD number in 

one location of the document. This AD 

is applicable to certain Boeing Model 

737–100, –200, –200C, –300, –400, and 

–500 series airplanes. This AD requires 

repetitive inspections for corrosion and 

cracking of the pivot hinge pins of the 

horizontal stabilizer, certain follow-on 

inspections, and replacement of the 

hinge pins with new or serviceable pins 

if necessary.

DATES: Effective November 1, 2004.

FOR FURTHER INFORMATION CONTACT:

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6440; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION:

Airworthiness Directive (AD) 2004–19–

10, amendment 39–13804, applicable to 

certain Boeing Model 737–100, –200, 

–200C, –300, –400, and –500 series 

airplanes, was published in the Federal 

Register on September 27, 2004 (69 FR 

57632). That AD requires repetitive 

inspections for corrosion and cracking 

of the pivot hinge pins of the horizontal 

stabilizer, certain follow-on inspections, 

and replacement of the hinge pins with 

new or serviceable pins if necessary. 

As published, the AD number is 

missing in the Product Identification 

line in the regulatory text of the AD. The 

correct AD number is 2004–19–10. The 

AD number is referenced correctly 

throughout the remainder of the AD. 

Since no other part of the regulatory 

information has been changed, the final 

rule is not being republished in the 

Federal Register. 

The effective date of this AD remains 

November 1, 2004.

§ 39.13 [Corrected]

■ On page 57634, in the third column, 

the Product Identification line of AD 

2004–19–10 is corrected to read as 

follows:

* * * * *

2004–19–10 Boeing: Amendment 39–13804. 

Docket 2003–NM–90–AD.

* * * * *

Issued in Renton, Washington, on October 

18, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–23928 Filed 10–25–04; 8:45 am] 

BILLING CODE 4910–13–P