Federal Register / Vol. 65, No. 91 / Wednesday, May 10, 2000 / Proposed Rules 30033

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. Section 39.13 is amended by

adding the following new airworthiness

directive:

Raytheon Aircraft Company (Formerly

Beech): Docket 98–NM–368–AD.

Applicability: All Model MU–300, MU–

300–10, 400, and 400A series airplanes,

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

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 (d) 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 prevent the bleed air supply tube

assembly from disconnecting and contacting

other pneumatic or electrical systems of the

airplane or expelling high temperature air on

surrounding systems and structure, which

could result in reduced functional

capabilities of the airplane or the ability of

the flight crew to cope with adverse

operating conditions; accomplish the

following:

Inspection

(a) Within 200 hours time-in-service after

the effective date of this AD, except as

provided by paragraph (b) of this AD,

perform a general visual inspection of the

bleed air supply tube assemblies for broken

wire braiding on the bellows assemblies or

for ruptured or leaking bellow assemblies.

The bleed air supply tube assemblies are

located within the aft fuselage and connect

to mating ducting in the pylon area on the

right and left side of the airplane. Repeat the

inspection thereafter at intervals not to

exceed 400 hours time-in-service. If any

broken wire is detected or if any bellow

assembly is ruptured or leaking, prior to

further flight, replace the bleed air tube

assembly with a new bleed air tube assembly.

Note 2: For the purposes of this AD, a

general visual inspection is defined as ‘‘A

visual examination of an interior or exterior

area, installation, or assembly to detect

obvious damage, failure, or irregularity. This

level of inspection is made under normally

available lighting conditions such as

daylight, hangar lighting, flashlight, or droplight, and may require removal or opening of

access panels or doors. Stands, ladders, or

platforms may be required to gain proximity

to the area being checked.’’

Optional Implementation of Airworthiness

Limitations Section

(b) Instead of accomplishing the

requirements of paragraph (a) of this AD,

revise the Airworthiness Limitations Sections

of the Instructions for Continued

Airworthiness by incorporating the

procedures specified in Chapter 4,

‘‘Airworthiness Limitations’’ of Raytheon

Aircraft Beechjet 400/400A Maintenance

Manual, Revision B23, dated December 18,

1998 (for Model MU–300–10, 400, and 400A

series airplanes); or Section MR–11–00,

‘‘Airworthiness Limitations’’ of Raytheon

Aircraft Diamond 1/1A MU–300

Maintenance Requirement Manual, Revision

8, dated December 18, 1998 (for Model MU–

300 series airplanes); as applicable.

(c) Except as provided in paragraph (d) of

this AD: After the action specified in

paragraph (b) of this AD has been

accomplished, no alternative inspections or

inspection intervals may be approved for the

part specified in paragraph (b) of this AD.

Alternative Methods of Compliance

(d) 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, Wichita

Aircraft Certification Office (ACO), FAA,

Small Airplane Directorate. Operators shall

submit their requests through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, Wichita ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

Special Flight Permits

(e) Special flight permits may be issued in

accordance with § 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 May 3,

2000.

Vi L. Lipski,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–11720 Filed 5–9–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–207–AD]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300 and A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain Airbus Model A300 and A300–

600 series airplanes. This proposal

would require a high frequency eddy

current (HFEC) inspection to detect

cracking of the rear fittings of fuselage

frame FR40 at stringer 27, and repetitive

inspections or repair, as applicable. In

lieu of accomplishing the repetitive

inspections, this proposal requires a

modification that would allow the

inspection to be deferred for a certain

period of time. This proposal is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by the proposed

AD are intended to detect and correct

fatigue cracking of the rear fittings of

fuselage frame FR40 at stringer 27,

which could result in reduced structural

integrity of the airplane.

DATES: Comments must be received by

June 9, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 98–NM–

207–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3p.m.,

Monday through Friday, except Federal

holidays.

The service information referenced in

the proposed rule may be obtained from

Airbus Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

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

30034 Federal Register / Vol. 65, No. 91 / Wednesday, May 10, 2000 / Proposed Rules

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–207–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–207–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Direction Ge ́ne ́rale de l’Aviation

Civile (DGAC), which is the

airworthiness authority for France,

notified the FAA that an unsafe

condition may exist on certain Airbus

Model A300 and A300–600 series

airplanes. The DGAC advises that

fatigue cracks have been found in the

rear fittings of fuselage frame FR40 at

stringer 27 on in-service airplanes.

These cracks are believed to be caused

by a significant change in the geometry

of the fitting combined with cabin

pressure and wing loading. This

condition, if not corrected, could result

in reduced structural integrity of the

airplane.

Explanation of Relevant Service

Information

Airbus has issued Service Bulletins

A300–53–0332 and A300–57–6075, both

dated November 24, 1997, which

describe procedures for repetitive high

frequency eddy current (HFEC)

inspections to detect cracks of the rear

fittings of fuselage frame FR40 at

stringer 27; and repair, if necessary. In

lieu of accomplishing the repetitive

inspections for cases where no cracking

is detected, the service bulletins allow

the deferral of the repetitive inspections

provided that the modification

described below is accomplished.

Airbus also has issued Service

Bulletins A300–53–0333 and A300–57–

6076, both dated November 24, 1997,

which describe procedures for

modification of the rear fittings of the

fuselage frame FR40 at stringer 27. The

modification includes defining a new

stiffener geometry and chamfering the

radius of the rear fittings of fuselage

frame FR40.

Accomplishment of the actions

specified in the service bulletins is

intended to adequately address the

identified unsafe condition. The DGAC

classified Service Bulletins A300–53–

0332 and A300–57–6075 as mandatory

and issued French airworthiness

directive 98–028–242(B), dated January

28, 1998, in order to assure the

continued airworthiness of these

airplanes in France.

FAA’s Conclusions

These airplane models are

manufactured in France and are type

certificated for operation in the United

States under the provisions of § 21.29 of

the Federal Aviation Regulations (14

CFR 21.29) and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

the DGAC has kept the FAA informed

of the situation described above. The

FAA has examined the findings of the

DGAC, 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 require

accomplishment of the actions specified

in the service bulletins described

previously, except as discussed below.

Differences Between Proposed Rule and

French Airworthiness Directive

Operators should note that, although

the service bulletins specify that the

manufacturer may be contacted for

disposition of certain repair conditions,

this proposal would require the repair of

those conditions to be accomplished in

accordance with a method approved by

either the FAA, or the DGAC (or its

delegated agent). In light of the type of

repair that would be required to address

the identified unsafe condition, and in

consonance with existing bilateral

airworthiness agreements, the FAA has

determined that, for this proposed AD,

a repair approved by either the FAA or

the DGAC would be acceptable for

compliance with this proposed AD.

Operators should note that, unlike

particular provisions in Service

Bulletins A300–53–0332 and A300–57–

6075 regarding adjustment of the

compliance times using an ‘‘adjustmentfor-range’’ formula, this proposed AD

would not permit formulaic adjustments

of the inspection compliance times. The

FAA has determined that such

adjustments may present difficulties in

determining if the applicable

inspections and modifications have

been complied with in the appropriate

time frame. Further, while such

adjustable compliance times are utilized

as part of the Maintenance Review

Board program, they do not fit

practically into the AD tracking process

for operators or for Principal

Maintenance Inspectors attempting to

ascertain compliance with AD’s.

Therefore, the FAA has determined that

fixed compliance times should be

specified for accomplishment of the

actions required by this AD.

Additionally, after discussions with

the DGAC and the manufacturer, the

FAA has determined that flight hour

maximums should be included as part

of the compliance threshold and

repetitive intervals for the inspections

required by this proposed AD. Inclusion

of a compliance threshold in terms of

total flight hours as well as total flight

cycles, and requiring inspection at the

earlier of those times, will ensure that

airplanes with longer than average flight

times are inspected at a threshold and

intervals necessary to maintain safety.

Accordingly, the FAA has specified that

the initial inspection must be

accomplished at the earliest time an

airplane reaches certain accumulated

total flight cycles or total flight hours,

and that repetitive inspections are to be

accomplished at intervals not to exceed

certain flight cycles or flight hours,

whichever occurs first.

Cost Impact

There are approximately 344 Model

A300 and A300–600 series airplanes of

the affected design in the worldwide

fleet. The FAA estimates that 85

airplanes of U.S. registry would be

affected by this AD. It would take

approximately 1 work hour per airplane

to accomplish the proposed HFEC

inspection, at an average labor rate is

$60 per work hour. Based on these

figures, the cost impact of the inspection

proposed by this AD on U.S. operators

is estimated to be $5,100, or $60 per

airplane, per inspection cycle.

Federal Register / Vol. 65, No. 91 / Wednesday, May 10, 2000 / Proposed Rules 30035

Should an operator be required to

accomplish the modification rather than

the repetitive inspections, it would take

approximately 3 work hours per

airplane to accomplish. Based on these

figures, the cost impact of the

modification required by this proposed

AD on U.S. operators is estimated to be

$15,300 or $180 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the 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.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Airbus Industrie: Docket 98–NM–207–AD.

Applicability: Model A300 and A300–600

series airplanes, on which Airbus

Modification 11525 has not been

accomplished; 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 (h) 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 rear fittings of fuselage frame FR40 at

stringer 27, which could result in reduced

structural integrity of the airplane,

accomplish the following:

Inspection

(a) Perform a high frequency eddy current

(HFEC) inspection to detect cracks in the

stiffeners at stringer 27 of the rear fitting of

fuselage frame FR40, left and right, in

accordance with Airbus Service Bulletin

A300–53–0332, dated November 24, 1997

(for Model A300 B2 and B4 series airplanes),

or Airbus Service Bulletin A300–57–6075,

dated November 24, 1997 (for Model A300–

600 series airplanes); as applicable; at the

applicable time specified in paragraph (a)(1),

(a)(2), (a)(3), (a)(4), (a)(5), (a)(6), (a)(7), or

(a)(8) of this AD.

(1) For Model A300 B2 series airplanes that

have accumulated less than 26,000 total

flight cycles as of the effective date of this

AD: Inspect at the earlier of the times

specified in paragraphs (a)(1)(i) and (a)(1)(ii)

of this AD.

(i) Prior to the accumulation of 11,100 total

flight cycles, or within 3,000 flight cycles

after the effective date of this AD, whichever

occurs later.

(ii) Prior to the accumulation of 14,300

total flight hours, or within 3,800 flight hours

after the effective date of this AD, whichever

occurs later.

(2) For Model A300 B2 series airplanes that

have accumulated 26,000 or more total flight

cycles as of the effective date of this AD:

Inspect within 2,200 flight cycles or 2,800

flight hours after the effective date of this AD,

whichever occurs first.

(3) For Model A300 B4–100 series

airplanes that have accumulated less than

20,000 total flight cycles as of the effective

date of this AD: Inspect at the earlier of the

times specified in paragraphs (a)(3)(i) and

(a)(3)(ii) of this AD.

(i) Prior to the accumulation of 8,100 total

flight cycles, or within 3,000 flight cycles

after the effective date of this AD, whichever

occurs later.

(ii) Prior to the accumulation of 15,700

total flight hours, or within 5,800 flight hours

after the effective date of this AD, whichever

occurs later.

(4) For Model A300 B4–100 series

airplanes that have accumulated 20,000 or

more total flight cycles as of the effective date

of this AD: Inspect within 1,800 flight cycles

or 3,400 flight hours after the effective date

of this AD, whichever occurs first.

(5) For Model A300 B4–200 series

airplanes that have accumulated less than

14,000 total flight cycles as of the effective

date of this AD: Inspect at the earlier of the

times specified in paragraphs (a)(5)(i) and

(a)(5)(ii) of this AD.

(i) Prior to the accumulation of 8,300 total

flight cycles, or within 3,000 flight cycles

after the effective date of this AD, whichever

occurs later.

(ii) Prior to the accumulation of 17,200

total flight hours, or within 6,200 flight hours

after the effective date of this AD, whichever

occurs later.

(6) For Model A300 B4–200 series

airplanes that have accumulated 14,000 or

more total flight cycles as of the effective date

of this AD: Inspect within 1,700 flight cycles

or 3,500 flight hours after the effective date

of this AD, whichever occurs first.

(7) For Model A300–600 series airplanes

that have accumulated less than 18,000 total

flight cycles as of the effective date of this

AD: Inspect at the earlier of the times

specified in paragraphs (a)(7)(i) and (a)(7)(ii)

of this AD.

(i) Prior to the accumulation of 5,800 total

flight cycles, or within 2,700 flight cycles

after the effective date of this AD, whichever

occurs later.

(ii) Prior to the accumulation of 15,100

total flight hours, or within 7,000 flight hours

after the effective date of this AD, whichever

occurs later.

(8) For Model A300–600 series airplanes

that have accumulated 18,000 or more total

flight cycles as of the effective date of this

AD: Inspect within 1,400 flight cycles or

3,600 flight hours after the effective date of

this AD, whichever occurs first.

Repetitive Inspections

(b) If no crack is detected during the initial

inspection required by paragraph (a) of this

AD, except as provided by paragraph (e) of

this AD, repeat the inspection required by

paragraph (a) of this AD at the time specified

in paragraph (b)(1), (b)(2), (b)(3), or (b)(4) of

this AD, as applicable.

(1) For Model A300 B2 series airplanes:

Repeat at intervals not to exceed 2,100 flight

cycles or 2,700 flight hours, whichever

occurs first.

(2) For Model A300 B4–100 series

airplanes: Repeat at intervals not to exceed

1,500 flight cycles or 3,000 flight hours,

whichever occurs first.

(3) For Model A300 B4–200 series

airplanes: Repeat at intervals not to exceed

1,700 flight cycles or 3,500 flight hours,

whichever occurs first.

(4) For Model A300–600 series airplanes:

Repeat at intervals not to exceed 1,300 flight

30036 Federal Register / Vol. 65, No. 91 / Wednesday, May 10, 2000 / Proposed Rules

cycles or 3,400 flight hours, whichever

occurs first.

Repair Cracking Found During Inspections

(c) If any crack is found during any

inspection required by paragraph (a) or (b) of

this AD and the crack is less than 0.787

inches long, prior to further flight, repair in

accordance with Airbus Service Bulletin

A300–53–0332, dated November 24, 1997

(for Model A300 B2 and B4 series airplanes),

or Airbus Service Bulletin A300–57–6075,

dated November 24, 1997 (for Model A300–

600 series airplanes); as applicable. Perform

the inspection required by paragraph (a) of

this AD one more time at the time specified

in paragraph (c)(1), (c)(2), (c)(3), or (c)(4) of

this AD, as applicable, and accomplish the

actions specified in paragraph (f) or (g) of this

AD, as applicable.

(1) For Model A300 B2 series airplanes:

Within 42,400 flight cycles or 54,600 flight

hours after accomplishment of the repair,

whichever occurs first.

(2) For Model A300 B4–100 series

airplanes: Within 29,300 flight cycles or

56,700 flight hours after accomplishment of

the repair, whichever occurs first.

(3) For Model A300 B4–200 series

airplanes: Within 31,900 flight cycles or

66,100 flight hours after accomplishment of

the repair, whichever occurs first.

(4) For Model A300–600 series airplanes:

Within 22,000 flight cycles or 57,500 flight

hours after accomplishment of the repair,

whichever occurs first.

(d) If any crack is found during any

inspection required by paragraph (a) or (b) of

this AD and the crack is 0.787 inches long

or more, prior to further flight, repair it in

accordance with a method approved by the

Manager, International Branch, ANM–116,

FAA, Transport Airplane Directorate, or the

Direction Ge ́ne ́rale de l’Aviation Civile

(DGAC) (or its delegated agent). For a repair

method to be approved by the Manager,

International Branch, ANM–116, as required

by this paragraph, the Manager’s approval

letter must specifically reference this AD.

Deferral of Repetitive Inspections by

Modification

(e) In lieu of accomplishing the

requirements of paragraph (b) of this AD,

prior to further flight after accomplishing the

inspection required by paragraph (a) of this

AD, modify the rear fitting at stringer 27 at

FR40 of the center fuselage in accordance

with Airbus Service Bulletin A300–53–0333,

dated November 24, 1997 (Model A300 B2

and B4 series airplanes), or Airbus Service

Bulletin A300–57–6076, dated November 24,

1997 (for Model A300–600 series airplanes);

as applicable. Following accomplishment of

the modification, perform the inspection

required by paragraph (a) of this AD one

more time at the time specified in paragraph

(e)(1), (e)(2), (e)(3), or (e)(4) of this AD, as

applicable, and accomplish the actions

specified in paragraph (f) or (g) of this AD,

as applicable.

(1) For Model A300 B2 series airplanes:

Within 56,800 flight cycles or 73,100 flight

hours after accomplishment of the

modification, whichever occurs first.

(2) For Model A300 B4–100 series

airplanes: Within 39,200 flight cycles or

75,900 flight hours after accomplishment of

the modification, whichever occurs first.

(3) For Model A300 B4–200 series

airplanes: Within 42,700 flight cycles or

88,400 flight hours after accomplishment of

the modification, whichever occurs first.

(4) For Model A300–600 series airplanes:

Within 29,400 flight cycles or 76,800 flight

hours after accomplishment of the

modification, whichever occurs first.

Follow-On Action if No Cracking Is Found

During Certain Inspections

(f) If no crack is detected during the

inspection required by paragraph (c) or (e) of

this AD, prior to further flight, contact the

Manager, International Branch, ANM–116, or

the DGAC (or its delegated agent) for the next

inspection time(s), and repeat the

inspection(s) thereafter at those times.

Repair for Cracking Found During a Certain

Inspection

(g) If any crack is detected during the

inspection required by paragraph (c) or (e) of

this AD, prior to further flight, repair it in

accordance with a method approved by the

Manager, International Branch, ANM–116, or

the DGAC (or its delegated agent). For a

repair method to be approved by the

Manager, International Branch, ANM–116, as

required by this paragraph, the Manager’s

approval letter must specifically reference

this AD.

Alternative Methods of Compliance

(h) 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 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

Special Flight Permits

(i) 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.

Note 3: The subject of this AD is addressed

in French airworthiness directive 98–028–

242 (B), dated January 28, 1998.

Issued in Renton, Washington, on May 3,

2000.

Vi L. Lipski,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–11719 Filed 5–9–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 00–ASO–15]

Proposed Establishment of Class E

Airspace; Scottsboro, AL.

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking.

SUMMARY: This notice proposes to

establish Class E airspace at Scottsboro,

AL. A Global Positioning System (GPS)

Standard Instrument Approach

Procedure (SIAP), helicopter point in

space approach, has been developed for

Jackson County Hospital. As a result,

controlled airspace extending upward

from 700 feet Above Ground Level

(AGL) is needed to accommodate the

SIAP.

DATES: Comments must be received on

or before June 9, 2000.

ADDRESSES: Send comments on the

proposal in triplicate to: Federal

Aviation Administration, Docket No.

00–ASO–15, Manager, Airspace Branch,

ASO–520; P.O. Box 20636, Atlanta,

Georgia 30320.

The official docket may be examined

in the Office of Regional Counsel for

Southern Region, Room 550, 1701

Columbia Avenue, College Park, Georgia

30337, telephone (404) 305–5627.

FOR FURTHER INFORMATION CONTACT:

Nancy B. Shelton, Manager, Airspace

Branch, Air Traffic Division, Federal

Aviation Administration, P.O. Box

20636, Atlanta, Georgia 30320;

telephone (404) 305–5627.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested parties are invited to

participate in this proposed rulemaking

by submitting such written data, views

or arguments as they may desire.

Comments that provide the factual basis

supporting the views and suggestions

presented are particularly helpful in

developing reasoned regulatory

decisions on the proposal. Comments

are specifically invited on the overall

regulatory, aeronautical, economic,

environmental, and energy-related

aspects of the proposal.

Communications should identify the

airspace docket number and be

submitted in triplicate to the address

listed above. Commenters wishing the

FAA to acknowledge receipt of their

comments on this notice must submit

with those comments a self-addressed

postcard on which the following