Federal Register / Vol. 62, No. 148 / Friday, August 1, 1997 / Rules and Regulations 41257

To detect and prevent corrosion in the

lower skins of the wing center section, which

could reduce the integrity of the wing-tofuselage fitting and consequently could lead

to separation of the wing from the airplane,

accomplish the following:

(a) For all airplanes: Within 4 weeks after

July 3, 1971 (the effective date of AD 67–04–

01, amendment 39–1234), remove the bottom

wing center fairings having part numbers (P/

N) 159W10400–121 and 159W10401–121, or

use an FAA-approved equivalent method, to

perform a visual inspection to detect

corrosion of the wing planks under these

fairings.

Note 2: Paragraph (a) of this AD merely

restates the actions previously required by

AD 67–04–01, amendment 39–1234. As

allowed by the phrase, ‘‘unless accomplished

previously,’’ if those requirements of AD 67–

04–01 have already been accomplished, this

AD does not require that those actions be

repeated.

Note 3: Care must be exercised when

removing the fairings, since the attaching

rivets go into the pressure vessel. Use caution

not to enlarge rivet holes when removing

rivets. When reinstalling the fairings, an

adequate type fastener and sealant must be

used.

Note 4: Grumman Service Newsletter,

Volume 166, dated August-September 1966,

pertains to this subject.

(b) For airplanes on which a protective

paint system has not been installed in

accordance with Grumman Gulfstream I

Aircraft Service Change No. 190, dated June

28, 1971: Accomplish paragraphs (b)(1) and

(b)(2) of this AD. As of the effective date of

this AD, the inspections required by this

paragraph shall be accomplished in

accordance with Grumman Gulfstream I

Aircraft Service Change No. 190, dated June

28, 1971.

Note 5: The repeated inspection referred to

in this paragraph is the same inspection

previously required by AD 67–04–01.

Paragraph (b)(1) of this AD merely restates

the requirement of AD 67–04–01 to repeat the

inspection at intervals of 6 months.

Paragraph (b)(2) permits the reinspection

interval to be extended to 18 months once the

specified protective paint system is installed.

(1) As a result of the inspection required

by paragraph (a) of this AD:

(i) If no corrosion is detected, repeat the

inspection thereafter at intervals not to

exceed 6 months (26 weeks) until the actions

specified in paragraph (b)(2) of this AD are

accomplished.

(ii) If any corrosion is detected, prior to

further flight, either repair the corroded part

with an FAA-approved repair; or replace the

corroded part with a new or serviceable part

of the same part number; or replace the

corroded part with a part approved by the

FAA. Thereafter, continue to perform the

inspection at intervals not to exceed 6

months (26 weeks) until paragraph (b)(2) of

this AD is accomplished.

(2) Within 12 months after the effective

date of this AD, install the protective paint

system in accordance with Grumman

Gulfstream I Aircraft Service Change No. 190,

dated June 28, 1971. After installation,

continue to perform the inspection required

by this paragraph at intervals not to exceed

18 months.

(c) For airplanes on which a protective

paint system has been installed previously in

accordance with Grumman Gulfstream I

Aircraft Service Change

No. 190, dated June 28, 1971: Accomplish

paragraphs (c)(1) and (c)(2) of this AD. As of

the effective date of this AD, the inspections

required by this paragraph shall be

accomplished in accordance with Grumman

Gulfstream I Aircraft Service Change No. 190,

dated June 28, 1971.

Note 6: The repeated inspection referred to

in this paragraph is the same inspection

previously required by AD 67–04–01.

Paragraph (c)(1) of this AD merely restates

the requirement of AD 67–04–01 to repeat the

inspection at intervals of 12 months.

Paragraph (c)(2) permits the reinspection

interval to be extended to 18 months.

(1) As a result of the inspection required

by paragraph (a) of this AD:

(i) If no corrosion is detected, repeat the

inspection thereafter at intervals not to

exceed 12 months until paragraph (c)(2) of

this AD is accomplished.

(ii) If any corrosion is detected, prior to

further flight, either repair the corroded part

with an FAA-approved repair; or replace the

corroded part with a new or serviceable part

of the same part number; or replace the

corroded part with a part approved by the

FAA. Thereafter, continue to perform the

inspection at intervals not to exceed 12

months until paragraph (c)(2) of this AD is

accomplished.

(2) Within 18 months since the last

inspection accomplished in accordance with

paragraph (c)(1) of this AD (i.e., the last

inspection accomplished in accordance with

AD 67–04–01), repeat the inspection

specified in paragraph (c)(1) of this AD.

(i) If no corrosion is detected, repeat the

inspection thereafter at intervals not to

exceed 18 months.

(ii) If any corrosion is detected, prior to

further flight, repair in accordance with the

service change. After repair, continue to

perform the inspection at intervals not to

exceed 18 months.

(d)(1) 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

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, Atlanta ACO.

(2) Alternative methods of compliance,

approved previously in accordance with AD

67–04–01, amendment 39–1234, are

approved as alternative methods of

compliance with this AD.

Note 7: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(e) 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.

(f) The actions shall be done in accordance

with Grumman Gulfstream I Aircraft

Service Change No. 190, dated June 28,

1971. 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 Gulfstream Aerospace Corporation,

Technical Operations Department, P.O. Box

2206, M/S D–10, Savannah, Georgia 31402–

2206. Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

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

FAA, Atlanta Aircraft Certification Office,

Small Airplane Directorate, Campus

Building, 1701 Columbia Avenue, Suite 2–

160, College Park, Georgia; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

(g) This amendment becomes effective on

September 5, 1997.

Issued in Renton, Washington, on July 25,

1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–20129 Filed 7–31–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95–NM–228–AD; Amendment

39–10097; AD 97–16–06]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Airbus Model A300–

600 series airplanes, that requires an

inspection to detect cracks of certain

attachment holes; and installation of a

new fastener and follow-on inspections

or repair, if necessary. This amendment

is prompted by reports of fatigue

cracking found on the forward fitting of

frame 47 at the level of the last fastener

of the external angle fitting. The actions

specified by this AD are intended to

prevent such fatigue cracking, which

could result in reduced structural

integrity of the airframe.

DATES: Effective September 5, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of September

5, 1997.

ADDRESSES: The service information

referenced in this AD may be obtained
41258 Federal Register / Vol. 62, No. 148 / Friday, August 1, 1997 / Rules and Regulations

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Tim

Backman, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2797; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to all Airbus Model

A300–600 series airplanes was

published in the Federal Register on

April 15, 1996 (61 FR 16418). That

action proposed to require a rotating

probe inspection to detect cracks of the

attachment holes H and I, and

installation of a new fastener and

follow-on inspections, if necessary.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the two

comments received.

Both commenters support the

proposed rule.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

The FAA estimates that 35 Airbus

Model A300–600 series airplanes of U.S.

registry will be affected by this AD, that

it will take approximately 37 work

hours per airplane to accomplish the

required actions, and that the average

labor rate is $60 per work hour. The

required kits for accomplishing the

inspection will cost approximately $75

per airplane. Based on these figures, the

cost impact of the AD on U.S. operators

is estimated to be $80,325, or $2,295 per

airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the 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 adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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

adding the following new airworthiness

directive:

97–16–06 Airbus Industrie: Amendment

39–10097. Docket 95–NM–228–AD.

Applicability: All Model A300–600 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 (f) 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 fatigue cracking on the forward

fitting of frame 47 at the level of the last

fastener of the external angle fitting, which

could result in reduced structural integrity of

the airframe, accomplish the following:

(a) Perform a rotating probe inspection to

detect cracks of the attachment holes H and

I in accordance with Airbus Service Bulletin

A300–57–6049, dated September 9, 1994, at

the applicable time specified in paragraph

(a)(1) or (a)(2) of this AD.

(1) For airplanes on which Airbus

Modification 10454 (reference Airbus Service

Bulletin A300–57–6050) has not been

installed: Inspect prior to the accumulation

of 13,800 total landings, or within 750

landings after the effective date of this AD.

(2) For airplanes on which Airbus

Modification 10454 (reference Airbus Service

Bulletin A300–57–6050) or Airbus

Modification 10155 has been installed:

Inspect prior to the accumulation of 18,700

total landings, or within 750 landings after

the effective date of this AD.

(b) If no crack is found, prior to further

flight, install a new fastener in accordance

with Airbus Service Bulletin A300–57–6049,

dated September 9, 1994. Repeat the rotating

probe inspection thereafter at intervals not to

exceed 5,600 landings.

(c) If any crack in hole I is found to be

greater than 0.196 inches in length and/or

depth, prior to further flight, repair it in

accordance with a method approved by the

Manager, Standardization Branch, ANM–

113, FAA, Transport Airplane Directorate.

(d) If any crack in hole H is found to be

greater than .062 inches in length, prior to

further flight, repair it in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113.

(e) If any crack in hole H or hole I is found

to be less than or equal to the limits specified

in paragraphs (c) and (d) of this AD, prior to

further flight, repair it in accordance with

Airbus Service Bulletin A300–57–6049,

dated September 9, 1994.

(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,

Standardization Branch, ANM–113, 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, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(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
Federal Register / Vol. 62, No. 148 / Friday, August 1, 1997 / Rules and Regulations 41259

a location where the requirements of this AD

can be accomplished.

(h) The inspection, installation, and certain

repair shall be done in accordance with

Airbus Service Bulletin A300–57–6049,

dated September 9, 1994. 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 Airbus Industrie, 1 Rond

Point Maurice Bellonte, 31707 Blagnac

Cedex, France. 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.

(i) This amendment becomes effective on

September 5, 1997.

Issued in Renton, Washington, on July 25,

1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–20131 Filed 7–31–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 96–NM–130–AD; Amendment

39–10095; AD 97–16–04]

RIN 2120–AA64

Airworthiness Directives; Saab Model

SAAB SF340A and SAAB 340B Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Saab Model SAAB

SF340A and SAAB 340B series

airplanes, that currently requires

inspections to detect improper

connections of the wire harness

installation to the cartridges of the fire

extinguishers in the engine nacelles,

correction of any discrepancy, and

modification of the wiring. This

amendment adds a revised modification

of that wiring, which, if accomplished,

would terminate the inspections

currently required by the existing AD.

This amendment is prompted by reports

indicating that, due to the removal of a

certain clamp during maintenance,

these fire extinguisher cartridges still

could be connected incorrectly after the

modification required by the existing

AD has been accomplished. The actions

specified by this AD are intended to

prevent incorrect wiring of the

cartridges, which would result in

inability of the fire extinguishers to

jointly discharge extinguishing agent

into a nacelle in the event of an engine

fire.

DATES: Effective September 5, 1997.

The incorporation by reference of

Saab Service Bulletin SAAB 340–26–

015, evision 1, dated December 8, 1995,

as listed in the regulations, is approved

by the Director of the Federal Register

as of September 5, 1997.

The incorporation by reference of

Saab Service Bulletin SAAB 340–26–

012, evision 1, dated October 5, 1993, as

listed in the regulations, was approved

previously by the Director of the Federal

Register as of February 16, 1994 (59 FR

4575, February 1, 1994).

ADDRESSES: The service information

referenced in this AD may be obtained

from Saab Aircraft AB, SAAB Aircraft

Product Support, S–581.88, Linkping,

Sweden. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Ruth Harder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–1721; fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 94–03–06,

amendment 39–8813 (59 FR 4575,

February 1, 1994), which is applicable

to certain Saab Model SAAB SF340A

and SAAB 340B series airplanes, was

published in the Federal Register on

April 9, 1997 (62 FR 17127). The action

proposed to continue to require

repetitive inspections to detect

improper connections of the wire

harness installation to the cartridges of

the fire extinguishers in the engine

nacelles, and correction of any

discrepancies. The action also proposed

to require a revised modification of the

wiring to one of the electrical

connectors if it exceeds a certain length.

Accomplishment of the modification

would terminate the repetitive

inspections of the wiring currently

required by AD 94–03–06.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

single comment received.

The commenter supports the

proposed rule.

Conclusion

After careful review of the available

data, including the comment noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 235 Saab

Model SAAB SF340A and SAAB 340B

series airplanes of U.S. registry that will

be affected by this AD.

The actions that are currently

required by AD 94–03–06 take

approximately 6 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of the

previously required actions on U.S.

operators is estimated to be $77,760, or

$360 per airplane. (At the time AD 94–

03–06 went into effect, it was estimated

that 216 airplanes would be affected.)

The new actions that are required by

this new AD will take approximately 6

work hours per airplane to accomplish,

at an average labor rate of $60 per work

hour. Required parts will be provided at

no cost to operators. Based on these

figures, the cost impact of the new

requirements of this AD on U.S.

operators is estimated to be $84,600, or

$360 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the 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 adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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