Federal Register / Vol. 65, No. 110 / Wednesday, June 7, 2000 / Rules and Regulations 36055

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, Atlanta

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

Special Flight Permits

(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.

Incorporation by Reference

(h) Except as provided by paragraph (e) of

this AD, the actions shall be done in

accordance with Lockheed Service Bulletin

093–53–279, dated May 6, 1998. 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

Lockheed Martin Aircraft & Logistics Center,

120 Orion Street, Greenville, South Carolina

29605. Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

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

FAA, Small Airplane Directorate, Atlanta

Aircraft Certification Office, One Crown

Center, 1895 Phoenix Boulevard, suite 450,

Atlanta, Georgia; or at the Office of the

Federal Register, 800 North Capitol Street,

NW., suite 700, Washington, DC.

(i) This amendment becomes effective on

July 12, 2000.

Issued in Renton, Washington, on May 17,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–14018 Filed 6–6–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–CE–56–AD; Amendment 39–

11764; AD 2000–11–16]

RIN 2120–AA64

Airworthiness Directives; Ayres

Corporation S2R Series and Model 600

S2D Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

Airworthiness Directive (AD) 97–17–03,

which currently requires you to

accomplish the following on Ayres

Corporation (Ayres) S2R Series and

Model 600 S2D airplanes: inspect the

1⁄4-inch and 5⁄16-inch bolt hole areas on

the lower spar caps for fatigue cracking;

replace any lower spar cap where

fatigue cracking is found; and report any

fatigue cracking. This AD retains the

inspection and replacement (if

necessary) requirements of the lower

spar caps that are currently required in

AD 97–17–03. This AD also makes these

inspections repetitive, adds additional

airplanes to the Applicability of the AD,

changes the initial compliance time for

all airplanes, and arranges the affected

airplanes into groups (six) based on

usage and configurations. The existing

AD was the result of an accident of an

Ayres S2R series airplane where the

wing separated from the airplane in

flight. The actions specified by this AD

are intended to detect and correct

fatigue cracking of the lower spar caps,

which could result in the wing

separating from the airplane with

consequent loss of control of the

airplane.

DATES: This AD becomes effective on

July 25, 2000.

The Director of the Federal Register

approved the incorporation by reference

of certain publications listed in the

regulations as of July 25, 2000.

ADDRESSES: You may get the service

information referenced in this AD from

the Ayres Corporation, P.O. Box 3090,

One Rockwell Avenue, Albany, Georgia

31706–3090. You may examine this

information at the Federal Aviation

Administration (FAA), Central Region,

Office of the Regional Counsel,

Attention: Rules Docket No. 98–CE–56–

AD, 901 Locust, Room 506, Kansas City,

Missouri 64106; or at the Office of the

Federal Register, 800 North Capitol

Street, NW, suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Satish Lall, Aerospace Engineer, FAA,

Atlanta Aircraft Certification Office,

One Crown Center, 1895 Phoenix

Boulevard, Suite 450, Atlanta, Georgia

30349; telephone: (770) 7036082;

facsimile: (770) 703–6097.

SUPPLEMENTARY INFORMATION:

Events Leading to the Issuance of This

AD

Has FAA taken any action to this

point? An accident on an Ayres S2R

series airplane where the wing

separated from the airplane in flight

caused FAA to issue AD 9717–03,

Amendment 39–10195 (62 FR 43296,

August 18, 1997). AD 97–17–03

currently requires you to accomplish the

following:

• Inspect the 1/4-inch and 5/16-inch

bolt hole areas on the lower spar caps

for fatigue cracking;

• Replace any lower spar cap where

fatigue cracking is found; and

• Report any fatigue cracking to FAA.

Investigation of all resources available

to FAA at the time of the accident

showed nine occurrences of fatigue

cracking in the lower spar caps of Ayres

S2R airplanes, specifically emanating

from the 1⁄4-inch and 5⁄16-inch bolt

holes. Investigation of the abovereferenced accident revealed that the

cause can be attributed to fatigue cracks

emanating from the 1⁄2-inch and 5⁄16-

inch bolt holes in the lower spar caps.

Because the Ayres Model 600 S2D

airplanes have a similar type design to

that of the S2R series airplanes, they

were included in the Applicability of

AD 97–17–03.

Data indicates that the fatigue cracks

on these Ayres S2R series airplanes

become detectable at different times

based upon the type of engines and

design of the airplane. With this in

mind, FAA categorized these airplanes

into three groups for the Applicability of

AD 97–17–03.

Since issuing AD 97–17–03, we

received data specifying 29 additional

occurrences of fatigue cracks found in

the lower spar caps of Ayres S2R and

Model 600 S2D airplanes. The data from

these occurrences indicate the

following:

• Several of these occurrences

involved airplanes that had not

accumulated enough hours to require

the initial inspection of AD 97–17–03;

• Detectable cracks could still

develop after the initial inspection on

the affected airplanes; and

• Ayres has manufactured additional

airplanes that have a similar type design

to that of the airplanes affected by AD

97–17–03. The existing AD should also

cover these airplanes.

To address the above areas, FAA

issued a notice of proposed rulemaking

(NPRM) to supersede AD 97–17–03.

This NPRM was published in the

Federal Register on January 13, 1999

(64 FR 2157). The NPRM proposed to

supersede AD 97–17–03 with a new AD

that would:

• Retain the inspection and

replacement (if necessary) requirements

of the lower spar caps that are currently

required in AD 97–17–03;

• Make these inspections repetitive;

• Add additional airplanes to the

Applicability of the AD;

• Change the initial compliance time

for all airplanes; and

• Arrange the affected airplanes into

four groups instead of three based on

usage and configurations.

36056 Federal Register / Vol. 65, No. 110 / Wednesday, June 7, 2000 / Rules and Regulations

Was the public invited to comment on

the NPRM? The FAA invited interested

persons to participate in the making of

the amendment. Based on the comments

to this NPRM, we changed the NPRM

and reopened the comment period

through a supplemental NPRM. The

supplemental NPRM specifically

proposed to organize the affected

airplanes into six groups based on usage

and configurations, adjust the repetitive

inspection intervals, provide

alternatives for inspection methods, and

include modification alternatives to

replacing the spar cap.

The FAA again invited interested

persons to participate in the making of

this amendment. No comments were

received.

The FAA’s Determination

What is FAA’s final determination on

this issue? After careful review of all

available information related to the

subject presented above, we have

determined that air safety and the

public interest require the adoption of

the rule as proposed except minor

editorial corrections.

How do the minor editorial

corrections affect the AD? We have

determined that the minor corrections

will not change the meaning of the AD

and will not add any additional burden

upon the public than was already

proposed.

Cost Impact

How many airplanes does this AD

impact? We estimate that this AD will

affect 1,000 airplanes in the U.S.

registry.

What is the cost impact of the initial

inspection on owners/operators of the

affected airplanes? We estimate 3

workhours per airplane to accomplish

the initial inspection, at an average

labor rate of $60 an hour. Parts to

accomplish the initial inspection cost

approximately $417 per airplane. Based

on these figures, we estimate the cost

impact of the initial inspection of this

AD on U.S. operators at $597,000, or

$597 per airplane.

What about the cost of repetitive

inspections and possible repairs and

replacements? The figures above only

take into account the cost of the initial

inspection and do not take into account

the cost of repetitive inspections. We

have no way of determining how many

repetitive inspections each owner/

operator of the affected airplanes would

incur. These figures are based upon the

presumption that no affected airplane

operator has accomplished the

inspection, and do not take into account

the cost for replacement if a crack is

found. We have no way of determining

the number of wing spar caps that may

need to be replaced based upon the

results of the inspections.

Regulatory Impact

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, FAA

determines that this final rule does not

have federalism implications under

Executive Order 13132.

The FAA has determined 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. The FAA has prepared

a final evaluation and placed it in the

Rules Docket. You can get a copy of this

evaluation at the location listed under

the caption ADDRESSES.

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 Section 39.13 is

amended by removing Airworthiness

Directive (AD) 97–17–03, Amendment

39–10105 (62 FR 43926, August 18,

1997), and by adding a new AD to read

as follows:

2000–11–16 Ayres Corporation: Docket No.

98–CE–56–AD, Amendment 39–11764;

Supersedes AD 97–17–03, Amendment

39–10105.

(a) What airplanes are affected by this AD?

Airplanes with the following model and

serial number (S/N) designations with or

without a –DC or –X suffix, certificated in

any category:

GROUP 1 AIRPLANES

Model Serial numbers

S–2R .......... 5000R through 5099R, except

5010R 5031R, 3038R,

5047R, and 5085R.

S2R–R1820 R1820–001 through R1820–

035.

S2R–T34 .... 6000R through 6049R, T34–

001 through T34–143, T34–

145, T34–147 through T34–

167, T34–171, T34–180, and

T34–181*.

S2R–T15 .... T15–001 through T15–033**.

S2R–G1 ..... G1–101 through G1–106.

*The serial numbers of the Model S2R–T34

airplanes could incorporate T34–xxx, T36–xxx,

T41–xxx, or T42–xxx. This AD applies to all of

these serial number designations as they are

all Model S2R–T34 airplanes.

**The serial numbers of the Model S2R–T15

airplanes could incorporate T15–xxx and T27–

xxx. This AD applies to both of these serial

number designations as they are both Model

S2R–T15 airplanes.

GROUP 2 AIRPLANES

Model Serial numbers

S2R–R1820 R1820–036.

S2R–T65 .... T65–001 through T65–017.

S2RHG–

T65.

T65–002 through T65–017.

S2R–T34 .... T34–144, T34–146, T34–168,

T34–169, T34–172 through

T34–179, and T34–189

through T34–232. And T34–

234.*

S2R–T45 .... T45–001 through T45–014.

S2R–G6 ..... G6–101 through G6–147.

S2R–G10 ... G10–101 through G10–136,

G10–138, G10–140, and

G10–141.

S2R–G5 ..... G5–101 through G5–105.

*The serial numbers of the Model S2R–T34

airplanes could incorporate T34–xxx, T36–xxx,

T41–xxx, or T42–xxx. This AD applies to all of

these serial number designations as they are

all Model S2R–T34 airplanes.

GROUP 3 AIRPLANES*

Model Serial numbers

600 S2D ..... All serial numbers beginning

with 600–1311D.

S–2R .......... 1380R and 1416R through

4999R.

S2R–R1340 R1340–001 through R1340–

035.

S2R–R3S ... R3S–001 through R3S–011.

S2R–T11 .... T11–001 through T11–005.

*Any Group 3 airplane that has been modified with a hopper of a capacity over 410 gallons, a piston engine greater than 600 horsepower, or any gas turbine engine, makes the

airplane a Group 1 airplane for the purposes

of this AD. The owner/operator must inspect

the airplane at the Group 1 compliance time

specified in this AD.

Federal Register / Vol. 65, No. 110 / Wednesday, June 7, 2000 / Rules and Regulations 36057

GROUP 4 AIRPLANES

Model Serial numbers

S2R–T34 .... T34–225, T34–236, T34–237,

and T34–238.*

S2R–G1 ..... G1–107, G1–108, and G1–109.

S2R–G10 ... G10–137, G10–139, and G10–

142.

The serial numbers of the Model S2R–T34

airplanes could incorporate T34–xxx, T36–xxx,

T41–xxx, or T42–xxx. This AD applies to all of

these serial number designations as they are

all Model S2R–T34 airplanes.

GROUP 5 AIRPLANES

Model Serial numbers

S2R–T34 .... T34–239 through T34–266.*

S2RHG–

T34.

T34HG–102.

S2R–T15 .... T15–034 through T15–040.**

S2R–T45 .... T45–015.

S2R–G1 ..... G1–110 Through G1–114.

S2R–G6 ..... G6–148 through G6–151.

S2R–G10 ... G10–143 through G10–160.

*The serial numbers of the Model S2R–T34

airplanes could incorporate T34–xxx, T36–xxx,

T41–xxx, or T42–xxx. This AD applies to both

of these serial designations as they are both

Model S2R–T34 airplanes.

**The serial numbers of the Model S2R–T15

airplanes could incorporate T15–xxx and T27–

xxx. This AD applies to both of these serial

designations as they are both Model S2R–T15

airplanes.

GROUP 6 AIRPLANES

Model Serial numbers

S2R ............ 501R, 5031R, 5038R, 5047R,

and 5085R.

(b) Who must comply with this AD?

Anyone who wishes to operate any of the

above airplanes on the U.S. Register.

(c) What problem does this AD address?

The actions specified by this AD are intended

to detect and correct fatigue cracking of the

lower spar caps. This could result in the

wing separating from the airplane with

consequent loss of control of the airplane.

(d) What actions must I accomplish to

address this problem? To address this

problem, you must accomplish the following:

(1) Repetitively inspect, using magnetic

particle, ultrasonic, or eddy current

procedures, the 1⁄4-inch and 5⁄16-inch bolt

hole areas on each lower spar cap for fatigue

cracking. Reference paragraph (e)(3) and

(e)(4) of this AD (including all

subparagraphs) to obtain the initial and

repetitive inspection compliance times.

(i) The cracks may emanate from the bolt

hole on the face of the spar cap or they may

occur in the shaft of the hole.

(ii) You must inspect both of these areas.

(2) If any cracking is found during any

inspection required by this AD, you must

accomplish the following:

(i) Use the cold work process to ream out

small cracks as defined in Ayres Service

Bulletin No. SB–AG–39, dated September 17,

1996; or replace the affected spar cap in

accordance with the maintenance manual; or

ream the 1⁄4-inch bolt holes to 5⁄16 inches

diameter as defined in Part I of Ayres Custom

Kit No. CK–AG–29, dated December 23,

1997; and

(ii) Submit a report of inspection findings

to the Manager, Atlanta ACO, One Crown

Center, 1895 Phoenix Boulevard, Suite 450,

Atlanta, Georgia 30349; facsimile: (770) 703–

6097. You must include the airplane serial

number and engine model number; the total

number of flight hours on the lower spar cap

that is cracked; time on the spar cap since

last inspection, if applicable; and the type of

inspection used for the last inspection.

Indicate if cold working has been

accomplished or modifications incorporated

such as installation of big butterfly plates.

Include the time on the spar cap when the

cold working or modifications were

accomplished. Indicate which bolt hole is

cracked and the length of the crack.

Information collection requirements

contained in this regulation have been

approved by the Office of Management and

Budget (OMB) under the provisions of the

Paperwork Reduction Act of 1980 (44 U.S.C.

3501 et seq.) and have been assigned OMB

Control Number 2120–0056.

(e) What is the compliance time of this AD?

The compliance times for each of the actions

of this AD are as follows:

(1) Any required repair or replacement:

Prior to further flight after the inspection

where the crack(s) was/were found.

(2) Reporting requirement:

(i) Submit the report within 10 days after

finding any crack(s) during any inspection

required by this AD.

(ii) For airplanes where cracking was found

during any inspection accomplished in

accordance with AD 97–17–03, which is

superseded by this AD; or by AD 97–13–11,

which was superseded by AD 97–17–03,

submit the report within 10 days after the

effective date of this AD, unless already

accomplished.

(3) Initial Inspection: The following is for

the initial inspections required by this AD.

The affected airplanes are categorized into

six different groups.

(i) Group 1 Airplanes: Required upon the

accumulation of 2,000 hours time-in-service

(TIS) on each lower spar cap or within 50

flight hours after the effective date of this AD,

whichever occurs later, unless already

accomplished (compliance with AD 97–1703

or AD 97–13–11).

(ii) Group 2 Airplanes: Required upon the

accumulation of 2,200 hours TIS on each

lower spar cap or within 50 flight hours after

the effective date of this AD, whichever occur

later, unless already accomplished

(compliance with AD 97–17–03 or AD 97–

13–11).

(iii) Group 3 Airplanes: Required upon the

accumulation of 6,400 hours TIS on each

lower spar cap or within 50 flight hours after

the effective date of this AD, whichever

occurs later, unless already accomplished

(compliance with AD 97–17–03 or AD 97–

13–11).

(iv) Group 4 Airplanes: Required upon the

accumulation of 2,500 hours TIS on each

lower spar cap or within 50 flight hours after

the effective date of this AD, whichever

occurs later, unless already accomplished

(compliance with AD 97–17–03 or AD 97–

13–11).

(v) Group 5 Airplanes: Required upon the

accumulation of 6,200 hours TIS on each

lower spar cap or within 50 flight hours after

the effective date of this AD, whichever

occurs later, unless already accomplished

(compliance with AD 97–17–03 or AD 97–

13–11).

(vi) Group 6 Airplanes: As presented

below.

(A) For S/N 5010R: Required upon the

accumulation of 5,530 hours TIS on each

lower spar cap or within the next 50 hours

TIS after the effective date of this AD,

whichever occurs later.

(B) For S/N 5038R: Required upon the

accumulation of 5,900 hours TIS on each

lower spar cap or within the next 50 hours

TIS after the effective date of this AD,

whichever occurs later.

(C) For S/N’s 5031R and 5047R: Required

upon the accumulation of 6,400 hours TIS on

each lower spar cap or within the next 50

hours TIS after the effective date of this AD,

whichever occurs later.

(D) For S/N 5085R: Required upon the

accumulation of 6,290 hours TIS on each

lower spar cap or within the next 50 hours

TIS after the effective date of this AD,

whichever occurs later.

(4) Repetitive Inspections: The following

chart gives the required repetitive inspection

intervals based on the work performed and

the method of inspection utilized. Each time

is hours TIS intervals after the last

inspection:

Work previously performed Magnetic particle Ultrasonic Eddy current

(i) No cracks found previously on wing spar and no optional cold work or bolt hole reaming accomplished.500 hours TIS .................. 550 hours ......................... 700 hours TIS.

(ii) One of the following where the airplane does not have

butterfly plates, part number (P/N) 20211–09 and P/N

20211–11, installed per CK–AG–29, Part II ***.

500 hours TIS .................. 550 hours TIS .................. 700 hours TIS

(A) Small cracks repaired through cold work (or done as

an option if never cracked) accomplished per SB–AG–

39; or

36058 Federal Register / Vol. 65, No. 110 / Wednesday, June 7, 2000 / Rules and Regulations

Work previously performed Magnetic particle Ultrasonic Eddy current

(B) Small cracks repaired through 1/4-inch bolt hole

reamed to 5/16 inches diameter (or done as an option if

never cracked) per CK–AG–29, Part I; or

(C) Small cracks repaired through previous Alternative

Methods of Compliance **

(iii) One of the following where the airplane has butterfly

plates, part number (P/N) 20211–09 and P/N 20211–11,

installed per CK–AG–29, Part II ***.

900 hours TIS .................. 950 hours TIS .................. 1,250 hours TIS.

(A) Small cracks repaired through cold work (or done as

an option if no cracks found) accomplished per SB–AG–

39; or

(B) Small cracks repaired through 1/4-inch bolt hole

reamed to 5/16 inches diameter (or done as an option if

no cracks found) per CK–AG–29, Part I; or

(C) Small cracks repaired through previous Alternative

Methods of Compliance. **

(iv) Cracked wing spar found during previous inspection

wing spar replacement.

Time for initial and repetitive inspection intervals

start over when wing

spar is replaced.

Time for initial and repetitive inspection intervals

start over when wing

spar is replaced.

Time for initial and repetitive inspection intervals

start over when wing

spar is replaced.

* Aircraft S/N’s T45–007DC and T45–10DC had modified splice block assemblies installed at Ayres (Ayres/Kaplan Assembly No. 88–251) and

must still follow the repetitive inspection intervals listed here.

** If a crack is found, the reaming associated with the cold work process may remove a crack if it is small enough. Some aircraft owners/operators were issued alternative methods of compliance with AD 97–17–03 to ream the 1⁄4-inch bolt hole to 5⁄16 inches diameter to remove small

cracks. Ayres CK–AG–29, Part I, also provides procedures to ream the 1⁄4-inch bolt hole to 5⁄16 inches diameter. If you use either of these two

methods to remove cracks and the airplane is reinspected immediately with no cracks found, you may continue to follow the repetitive inspection

intervals listed above.

*** Group 4 and Group 5 airplanes had the butterfly plates installed at the factory and may follow this repetitive inspection interval.

(f) What procedures must I use to

accomplish the actions required in this AD?

(1) Inspections:

(i) For the magnetic particle inspection,

utilize the procedures contained in Ayres

Service Bulletin No. SB–AG–39, dated

September 17, 1996. Use only sections titled

‘‘Inspection Accomplishment Instructions’’

and ‘‘Lower Splice Fitting Removal and

Installation Instructions.’’ You must follow

American Society for Testing Materials

(ASTM) E1444–94A, using wet particles

meeting the requirements of the Society for

Automotive Engineers (SAE) AMS 3046.

Caution: You must firmly support the wings

during the inspection to prevent movement

of the spar caps when the splice blocks are

removed. This will allow easier realignment

of the splice block holes and the holes in the

spar cap for bolt insertion.

(ii) The FAA must approve ultrasonic or

eddy current inspection procedures. To

obtain FAA approval, you must send your

proposed procedure to the Manager, Atlanta

Aircraft Certification (ACO), One Crown

Center, 1895 Phoenix Boulevard, Suite 450,

Atlanta, Georgia 30349. You are not required

to remove the splice block for either the

ultrasonic or eddy current inspections,

unless corrosion is visible.

(iii) All inspections required by this AD

must be accomplished by a Level 2 or Level

3 inspector certified for that inspection

method using the guidelines established by

the American Society for Nondestructive

Testing or MIL–STD–410.

(2) Repair: Utilize the procedures

contained in Ayres Service Bulletin No. SB–

AG–39, dated September 17, 1996; or in Part

I of Ayres Custom Kit No. CK–AG–29, dated

December 23, 1997 if necessary to remove

small cracks. You must then immediately reinspect and continue to accomplish the

repetitive inspections.

(3) Replacement: Utilize the procedures

contained in the maintenance manual.

(g) Can I comply with this AD in any other

way? (1) You may use an alternative method

of compliance or adjust the compliance time

if:

(i) Your alternative method of compliance

provides an equivalent level of safety; and

(ii) The Manager, Atlanta Aircraft

Certification Office, approves your

alternative. Submit your request through an

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager.

(2) 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 (g)(1) 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 you have not eliminated the

unsafe condition, specific actions you

propose to address it.

(3) Alternative methods of compliance

approved in accordance with AD 97–17–03,

which is superseded by this AD; or in

accordance with AD 97–13–11, which was

superseded by AD 97–17–03, are approved as

alternative methods of compliance with this

AD, unless otherwise noted in this AD.

(h) Where can I get information about any

already-approved alternative methods of

compliance? Contact the Atlanta ACO, One

Crown Center, 1895 Phoenix Boulevard,

Suite 450, Atlanta, Georgia 303496;

telephone: (770) 703–6082; facsimile: (770)

703–6097.

(i) What if I need to fly the airplane to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your airplane to a location

where you can accomplish the requirements

of this AD, provided that:

(1) The hopper is empty.

(2) Vne is reduced to 126 miles per hour

(109 knots) indicated airspeed (IAS).

(3) Flight into known turbulence is

prohibited.

(j) Are any service bulletins incorporated

into this AD by reference? You must

accomplish the actions required by this AD

in accordance with Ayres Service Bulletin

No. SB–AG–39, dated September 17, 1996,

and Ayres Custom Kit No. CK–AG–29, dated

December 23, 1997. The Director of the

Federal Register approved this incorporation

by reference under 5 U.S.C. 552(a) and 1 CFR

part 51. You can get copies from the Ayres

Corporation, P.O. Box 3090, One Rockwell

Avenue, Albany, Georgia 31706–3090. You

can look at copies at FAA, Central Region,

Office of the Regional Counsel, 901 Locust,

Room 506, Kansas City, Missouri, or at the

Office of the Federal Register, 800 North

Capitol Street, NW, suite 700, Washington,

DC.

(k) Does this AD affect any other AD

actions? This amendment supersedes AD 97–

17–03, Amendment 39–10105.

(l) When does this amendment become

effective? This amendment becomes effective

on July 25, 2000.

Federal Register / Vol. 65, No. 110 / Wednesday, June 7, 2000 / Rules and Regulations 36059

Issued in Kansas City, Missouri, on May

26, 2000.

Larry E. Werth,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 00–14016 Filed 6–6–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–SW–45–AD; Amendment

39–11765; AD 2000–11–17]

RIN 2120–AA64

Airworthiness Directives; Eurocopter

France Model SA–365N1, AS–365N2,

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–365N1, AS–365N2, and SA–366G1

helicopters and that currently requires

initial and repetitive inspections of the

tail rotor blade Kevlar tie-bar (Kevlar tiebar) for cracks or delaminations. This

amendment requires the same actions

required by the existing AD and corrects

an incorrectly stated part number (P/N)

in the existing AD. This amendment is

prompted by a report of delamination of

a Kevlar tie-bar. The actions specified

by this AD are intended to detect cracks

that could lead to delamination of the

Kevlar tie-bar, loss of tail rotor control,

and subsequent loss of control of the

helicopter.

DATES: Effective July 12, 2000. The

incorporation by reference of certain

publications listed in the regulations

was approved previously by the Director

of the Federal Register as of June 11,

1998 (63 FR 25158, May 7, 1998).

ADDRESSES: The service information

referenced in this AD may be obtained

from American Eurocopter Corporation,

2701 Forum Drive, Grand Prairie, Texas

75053–4005; telephone (972) 641–3460,

fax (972) 641–3527. This information

may be examined at the FAA, Office of

the Regional Counsel, Southwest

Region, 2601 Meacham Blvd., Room

663, Fort Worth, Texas; or at the Office

of the Federal Register, 800 North

Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Jim

Grigg, Aviation Safety Engineer, FAA,

Rotorcraft Directorate, Regulations

Group, Fort Worth, Texas 76193–0111;

telephone (817) 222–5490, fax (817)

222–5961.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 98–10–04,

Amendment 39–10515 (63 FR 25158,

May 7, 1998), which applies to

Eurocopter France Model SA–365N1,

AS–365N2, and SA–366G1 helicopters,

was published in the Federal Register

on March 9, 2000 (65 FR 12489). That

action proposed to require the same

actions required by the existing AD and

correct an incorrectly stated P/N in the

existing AD.

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 47 helicopters

of U.S. registry will be affected by this

AD, that it will take approximately 4

work hours per helicopter to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Required parts will cost approximately

$3,000 per blade. Based on these figures,

the total cost impact of the AD on U.S.

operators is estimated to be $152,280 to

replace one blade and perform one

inspection on each helicopter.

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 location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

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 39–10515 (63 FR

25158), and by adding a new

airworthiness directive (AD),

Amendment 39–11765, to read as

follows:

AD 2000–11–17 Eurocopter France:

Amendment 39–11765. Docket No. 99–

SW–45–AD. Supersedes AD 98–10–04,

Amendment 39–10515, Docket No. 97–

SW–49–AD.

Applicability: Model SA–365N1, AS–

365N2, and SA–366G1 helicopters, with tail

rotor blade (blade), Part Number 365A12–

010–all dash numbers, 365A12–0020–00,

365A33–2131–all dash numbers, or 365A12–

0020–02, installed, 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 (c) 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 cracks that could lead to

delamination of the tail rotor blade Kevlar

tie-bar (Kevlar tie-bar), loss of tail rotor

control, and subsequent loss of control of the

helicopter, accomplish the following:

(a) Within 10 hours time-in-service (TIS),

and thereafter at intervals not to exceed 250

hours TIS, inspect each Kevlar tie-bar for a

crack or delamination in accordance with

paragraph B, Operational Procedure, of

Eurocopter France Service Bulletin 05.00.34,

Revision 3, dated November 14, 1996.

(b) If any delamination or cracking is found

during any of the inspections required by

paragraph (a) of this AD, remove the blade

and replace it with an airworthy blade before

further flight.

(c) An alternative method of compliance or

adjustment of the compliance time that