Federal Register / Vol. 65, No. 109 / Tuesday, June 6, 2000 / Rules and Regulations 35819

circuit breakers has been reported within the

last 30 days, in accordance with Part 1 of the

Accomplishment Instructions of Fokker

Service Bulletin SBF28/28–046, dated

September 1, 1999.

(b) If resettable or unresettable tripping of

the circuit breaker of the fuel boost pump is

reported during the inspection required by

paragraph (a) of this AD, or if such tripping

is reported at any time subsequent to that

inspection: Within 10 days after the date of

the inspection or any occurrence, accomplish

the applicable repair (including a resistance

check and inspections of the wire and

conduit for discrepancies), in accordance

with Part 2 of the Accomplishment

Instructions of Fokker Service Bulletin

SBF28/28–046, dated September 1, 1999. If

any discrepancy is detected during any

inspection performed during the repair, prior

to further flight, repair in accordance with

the service bulletin.

(c) In the event of any resettable or

unresettable tripping of the circuit breakers

of the fuel boost pump as indicated in

paragraph (b) of this AD, the airplane may be

operated for a period not to exceed 10 days

after the occurrence, provided the circuit

breaker of the fuel boost pump and fuel boost

pump switch have been properly deactivated

and placarded for flightcrew awareness, in

accordance with the FAA-approved Master

Minimum Equipment List (MMEL).

(d) Within 30 days after the effective date

of this AD, perform a general visual

inspection to detect signs of fuel leakage from

the wiring conduits of the fuel boost pumps,

in accordance with Part 1 of the

Accomplishment Instructions of Fokker

Service Bulletin F28/28–046, dated

September 1, 1999. If any fuel leakage is

detected during the inspection, prior to

further flight, isolate the fuel leak, and repair

in accordance with Part 2 of the

Accomplishment Instructions of the service

bulletin. Thereafter, repeat the inspection at

intervals not to exceed 90 days.

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.’’

Replacement of Wires

(e) Replace the existing three single wires

(including inspections) inside the metal

conduits of the fuel boost pumps with three

twisted wires protected by a polyamide

braided wire sleeve, in accordance with Part

3 of the Accomplishment Instructions of

Fokker Service Bulletin F28/28–046, dated

September 1, 1999, at the time specified in

paragraph (e)(1) or (e)(2) of this AD, as

applicable. If any discrepancy is detected

during any inspection required by this

paragraph, prior to further flight, repair in

accordance with the service bulletin.

Accomplishment of the actions required by

this paragraph constitutes terminating action

for the actions required by this AD.

(1) For airplanes that have accumulated

less than 40,000 total flight hours as of the

effective date of this AD: Within 2 years after

the effective date of this AD.

(2) For airplanes that have accumulated

40,000 or more total flight hours as of the

effective date of this AD: Within 1 year after

the effective date of this AD.

Alternative Methods of Compliance

(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, FAA,

Transport 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, International Branch,

ANM–116.

Note 3: 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

(g) 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.

Incorporation by Reference

(h) The actions shall be done in accordance

with Fokker Service Bulletin SBF28/28–046,

dated September 1, 1999. This incorporation

by reference was approved by the Director of

the Federal Register in accordance with 5

U.S.C. 552(a) and 1 CFR part 51. Copies may

be obtained from Fokker Services B.V., P.O.

Box 231, 2150 AE Nieuw-Vennep, the

Netherlands. Copies may be inspected at the

FAA, Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington; or at

the Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Note 4: The subject of this AD is addressed

in Dutch airworthiness directive BLA 1999–

114, dated September 13, 1999.

(i) This amendment becomes effective on

July 11, 2000.

Issued in Renton, Washington, on May 25,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–13694 Filed 6–5–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–SW–62–AD; Amendment

39–11766; AD 2000–11–18]

RIN 2120–AA64

Airworthiness Directives; Eurocopter

France Model SA–365C, C1, C2, N, and

N1; AS–365N2 and N3; and SA–366G1

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD)

that applies to Eurocopter France Model

SA–365C, C1, C2, N, and N1; AS–

365N2, and SA–366G1 helicopters. That

AD currently requires inspecting the

tightening torque of the main rotor hub

blade attach beam spherical thrust

bearing bolts (bolts) and either applying

a specified torque or, if necessary,

inspecting for a crack in the metal

components. That AD also requires

replacing the spherical thrust bearing

(bearing) with an airworthy bearing if a

crack is found. This amendment

requires the same actions as the existing

AD, but adds the Eurocopter France

Model AS–365N3 helicopter to the

applicability. This amendment is

prompted by reports of cracks in the

metal components of the bearing

attachment joint and the need to add the

Eurocopter France Model AS–365N3

helicopter to the applicability. The

actions specified by this AD are

intended to prevent loosening of bearing

bolts in flight, which may cause cracks

in the metal components, failure of the

bearing, and subsequent loss of control

of the helicopter.

EFFECTIVE DATE: July 11, 2000.

FOR FURTHER INFORMATION CONTACT: Paul

Madej, Aviation Safety Engineer, FAA,

Rotorcraft Directorate, Regulations

Group, 2601 Meacham Blvd., Fort

Worth, Texas 76137, telephone (817)

222–5125, fax (817) 222–5961.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 99–21–24,

Amendment 39–11369 (64 FR 55621,

October 14, 1999), which applies to

Eurocopter France Model SA–365C, C1,

C2, N, and N1; AS–365N2, and SA–

366G1 helicopters, was published in the

Federal Register on February 29, 2000

(65 FR 10727). That action proposed to

require requires the same actions as the

existing AD, but adds the Eurocopter

35820 Federal Register / Vol. 65, No. 109 / Tuesday, June 6, 2000 / Rules and Regulations

France Model AS–365N3 helicopter to

the applicability.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposal or the FAA’s determination of

the cost to the public. The FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed.

The FAA estimates that 101

helicopters of U.S. registry will be

affected by this AD, that it will take

approximately 0.5 work hour per

helicopter and approximately 3,000

inspections per helicopter over the life

of the fleet to accomplish the required

actions, and that the average labor rate

is $60 per work hour. Required parts

will cost approximately $3,000 per

helicopter. Based on these figures, the

total cost impact of the AD on U.S.

operators is estimated to be $9,123,000,

assuming 11 ship sets of bearings are

replaced on the fleet.

The regulations adopted herein 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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

For the reasons discussed above, I

certify that this action: (1) Is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the FAA, Office of the

Regional Counsel, Southwest Region,

2601 Meacham Blvd., Room 663, Fort

Worth, Texas.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

Adoption of the Amendment

Accordingly, pursuant to 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. Section 39.13 is amended by

removing Amendment 39–11369 (64 FR

55621, October 14, 1999), and by adding

a new airworthiness directive (AD),

Amendment 39–11766, to read as

follows:

2000–11–18 Eurocopter France:

Amendment 39–11766. Docket No. 99-

SW–62–-AD. Supersedes AD 99–21–24,

Amendment 39–11369, Docket No. 98–

SW–75–AD.

Applicability: Eurocopter France Model

SA–365C, C1, C2, N, and N1; AS–365N2 and

N3; and SA–366G1 helicopters, certificated

in any category.

Note 1: This AD applies to each helicopter

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 helicopters 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 (b) 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 within 550 hours

time-in-service (TIS), unless accomplished

previously, and thereafter at intervals not to

exceed 550 hours TIS.

To prevent loosening of the main rotor hub

blade attach beam spherical thrust bearing

bolts (bolts), cracks in the metal components,

failure of a spherical thrust bearing (bearing),

and subsequent loss of control of the

helicopter, accomplish the following:

(a) Inspect the tightening torque of the

bolts as indicated by ‘‘A’’ in Figure 1.

(1) If tightening torque is equal to or less

than 12 m.daN (88.4 lb-ft), remove the

bearing and conduct a dye penetrant

inspection for cracks on the two contact

surfaces identified as ‘‘H’’ in Figure 1.

(i) If a crack is detected, replace the bearing

with an airworthy bearing.

(ii) If no crack is detected, reinstall the

bearing.

Note 2: Eurocopter France Service

Bulletins 05.22, 05.24, and 05.00.39, all dated

July 17, 1998, pertain to the subject of this

AD.

(2) If the tightening torque is greater than

12 m.daN (88.4 lb-ft), then tighten the torque

to 19–22 m.daN (140–162.2 lb-ft).

BILLING CODE 4910–13–U

Federal Register / Vol. 65, No. 109 / Tuesday, June 6, 2000 / Rules and Regulations 35821

BILLING CODE 4910–13–C

35822 Federal Register / Vol. 65, No. 109 / Tuesday, June 6, 2000 / Rules and Regulations

(b) 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, Regulations

Group, Rotorcraft Directorate, FAA.

Operators shall submit their requests through

an FAA Principal Maintenance Inspector,

who may concur or comment and then send

it to the Manager, Regulations Group.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Regulations Group.

(c) 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 helicopter to a

location where the requirements of this AD

can be accomplished.

(d) This amendment becomes effective on

July 11, 2000.

Note 4: The subject of this AD is addressed

in Direction Generale De L’Aviation Civile

(France) AD’s 98–383–044(A) for the Model

SA–365C, 98–382–024–(A) for the Model

SA–366, and 98–384–047(A) for the Model

AS–365N helicopters. These AD’s are all

dated September 23, 1998.

Issued in Fort Worth, Texas, on May 26,

2000.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 00–14194 Filed 6–5–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 98–AAL–26]

RIN 2120–AA66

Modification and Revocation of VOR

and Colored Federal Airways and Jet

Routes; AK

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action revokes one jet

route (J–814R), and modifies five jet

routes (J–111, J–115, J–127, J–501 and J–

511), three Very High Frequency

Omnidirectional Range (VOR) Federal

airways (V–319, V–453 and V–456), and

one colored Federal airway (G–8), and

located in Alaska. The FAA is taking

this action for the following reasons: to

realign the North Pacific (NOPAC) Air

Traffic Service (ATS) route structure; to

reflect the Adak Nondirectional Radio

Beacon (NDB), AK, decommissioning

from the National Airspace System

(NAS); and to resolve an aeronautical

charting discrepancy. This action will

improve the management of air traffic

operations in Alaska and enhance

safety.

EFFECTIVE DATE: 0901 UTC, October 5,

2000.

FOR FURTHER INFORMATION CONTACT:

Joseph C. White, Airspace and Rules

Division, ATA–400, Office of Air Traffic

Airspace Management, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone: (202) 267–8783.

SUPPLEMENTARY INFORMATION:

Background

On April 14, 1999, the FAA proposed

to amend 14 CFR part 71 (part 71) to

revoke one jet route, and to modify five

jet routes, three VOR Federal airways,

and one colored Federal airway in

Alaska (64 FR 18392). This action was

considered necessary due to

overlapping jet routes, decommissioning

of the Adak NDB, and the existence of

obsolete fixes still shown on jet routes.

Interested parties were invited to

participate in this rulemaking by

submitting written comments on the

proposal to the FAA. No comments

were received. Except for editorial

changes, this amendment is the same as

that proposed in the notice.

The Rule

This action amends part 71 by

revoking one jet route (J–814R), and

modifying five jet routes (J–111, J–115,

J–127, J–501, and J–511), three VOR

Federal airways (V–319, V–453, and V–

456), and one colored Federal airway

(G–8), in Alaska. The FAA is taking this

action for the following reasons.

Segments of J–111 from Anchorage to

Middleton Island to the noncompulsory

reporting point SNOUT overlap existing

J–804R segments and are not used. This

action revises the legal description of J–

111 to reflect this change.

Jet Route J–115 and Colored Federal

Airway G–8 use Adak NDB which will

be decommissioned. The new NDB on

Adak Island will be named Mount

Moffett NDB. This action changes the

legal descriptions of J–115 and G–8 to

show the new NDB.

Jet Routes J–127, J–501, J–511, and J–

814R terminate at AUGIN, MIXER,

ENCOR, and PANTT fixes which were

once part of the NOPAC ATS route

structure and these fixes are no longer

required for air traffic control (ATC)

purposes. As a result, the FAA is

revising J–127, J–501, and J–511 to

reflect this change in route structure and

revoking J–814R as this route is no

longer needed for ATC purposes.

Alaskan Federal Airways V–319 and

V–453 are being amended by adding

and converting non-part 95 segments to

VOR Federal airway segments. Non-part

95 segments are routes that are

nonregulatory, uncharted, and are not

subject to the requirements of part 95,

instrument flight rules (IFR) altitudes.

The conversion of these non-part 95

segments to VOR Federal airway

segments will add to the IFR airway and

route infrastructure in Alaska. The new

VOR Federal airway segments, unlike

the non-part 95 segments, will enable

the FAA to provide charted flight

procedural information to the pilots

pertaining to navigational guidance,

minimum en route altitudes and

minimum obstruction clearance

altitudes information, thereby

enhancing safety.

Alaskan Federal Airway V–456 is

amended to correct a discrepancy on

how the airway is depicted on the IFR

En route L–3/L–4 Low Altitude—Alaska

Chart and the Kodiak Aeronautical

Sectional Chart. The outbound radial

from King Salmon is 032° on the

sectional chart and 033° on the en route

chart. The current legal description for

V–456 includes an intersection (King

Salmon 053° and Kenai 239°) which

will be removed to correct the

discrepancy. The course from King

Salmon to Kenai (032.71°) will resolve

to 033° once the intersection is

removed. This action will make the

route segment a straight line and will

not affect the fixes STREW, BITOP, or

COPPS on V–456.

The FAA has determined that this

regulation only involves an established

body of technical regulations for which

frequent and routine amendments are

necessary to keep them operationally

current. Therefore, this action: (1) Is not

a ‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034; February 26, 1979); and (3)

does not warrant preparation of a

regulatory evaluation as the anticipated

impact is so minimal. Since this is a

routine matter that will only affect air

traffic procedures and air navigation, it

is certified that this rule will not have

a significant economic impact on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act.

Jet routes, green Federal airways, and

Alaskan VOR Federal airways are

published in paragraph 2004, paragraph

6009(a), and paragraph 6010(b),

respectively, of FAA Order 7400.9G,

Airspace Designations and Reporting

Points, dated September 1, 1999, and

effective September 16, 1999, which is

incorporated by reference in 14 CFR

71.1. The jet routes, green Federal

airway, and Alaskan VOR Federal