47364 Federal Register / Vol. 62, No. 174 / Tuesday, September 9, 1997 / Rules and Regulations

in paragraphs (a)(2)(i) and (a)(2)(ii) of this

AD.

(i) Clean (remove existing contaminents

and lubricant) and re-lubricate (with a dry

lubricant) the main entrance door ‘‘speed’’

lock and ‘‘G’’ lock systems in accordance

with Jetstream Service Bulletin J41–52–058,

dated July 14, 1997. And,

(ii) Following accomplishment of

paragraph (a)(2)(i) of this AD, and prior to

further flight, repeat the functional test of the

main entrance door (including the ‘‘G’’ lock

system) and the ‘‘speed’’ lock system, in

accordance with the MM.

(A) If the ‘‘G’’ lock and speed lock function

satisfactorily in the functional test required

by paragraph (a)(2) of this AD, accomplish

the requirements of paragraph (b) of this AD.

(B) If the ‘‘G’’ lock and speed lock do not

function satisfactorily in the functional tests

required by paragraph (a)(2) of this AD: Prior

to further flight, repair the ‘‘G’’ lock and

speed lock in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

(b) Perform the actions specified in

paragraphs (b)(1) and (b)(2) of this AD within

1,500 hours time-in-service following

accomplishment of the initial functional test

of the main entrance door required by

paragraph (a) of this AD. Repeat the actions

specified in paragraphs (b)(1) and (b)(2) of

this AD, thereafter, at intervals not to exceed

1,500 hours time-in-service.

(1) Clean (remove contaminents and dry

lubricant) and re-lubricate (with dry

lubricant) the main entrance door ‘‘speed’’

lock and ‘‘G’’ lock systems in accordance

with Jetstream Service Bulletin J41–52–058,

dated July 14, 1997.

(2) Following accomplishment of

paragraph (b)(1) of this AD and prior to

further flight, perform a functional test of the

main entrance door (including the ‘‘G’’ lock

system) and the ‘‘speed’’ lock system, in

accordance with the MM. If the ‘‘G’’ lock or

‘‘speed’’ lock system do not perform

satisfactorily: Prior to further flight, repair

the ‘‘G’’ lock or ‘‘speed’’ lock system in

accordance with a method approved by the

Manager, Standardization Branch, ANM–113.

(c) 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.

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.

(d) 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.

(e) Certain actions shall be done in

accordance with Jetstream Service Bulletin

J41–52–058, dated July 14, 1997. 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 AI(R)

American Support, Inc., 13850 Mclearen

Road, Herndon, Virginia 20171. 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.

(f) This amendment becomes effective on

September 24, 1997.

Issued in Renton, Washington, on

September 3, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–23861 Filed 9–8–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–168–AD; Amendment

39–10123; AD 97–19–03]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737 Series Airplanes Equipped

With Manual

IPECO Captain and First Officer Seats

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Boeing Model 737

series airplanes, that currently requires

an inspection to determine whether the

bearings of the tracklock bracket

assemblies of the pilot and co-pilot seats

are secure, modification of loose

bearings, and marking of the seat

identification labels. This AD requires a

visual inspection to determine whether

the modification and marking of the

crew seats were accomplished; and, if

not, accomplishment of these actions,

which constitutes terminating action for

the requirements of this AD. This

amendment is prompted by a report

indicating that a first officer’s crew seat

on an in-service airplane failed to lock

horizontally. The actions specified in

this AD are intended to prevent the

captain and first officer crew seats from

sliding freely on the track, which could

result in uncommanded movement of

the seats and reduced controllability of

the airplane.

DATES: Effective September 24, 1997.

The incorporation by reference of

IPECO Service Bulletin A001–25–92,

Issue 1, dated June 2, 1997, as listed in

the regulations is approved by the

Director of the Federal Register as of

September 24, 1997.

The incorporation by reference of

IPECO Service Bulletin A001–25–74,

Issue 2, dated May 6, 1993, as listed in

the regulations, was approved

previously by the Director of the

Federal Register as of August 24, 1993

(58 FR 42192, August 9, 1993).

Comments for inclusion in the Rules

Docket must be received on or before

November 10, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 97–NM–

168–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from IPECO,

Inc., 3882 Del Amo Boulevard, suite

604, Torrance, California 90503. This

information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

Monica L. Nemecek, Aerospace

Engineer, Airframe Branch, ANM–120S;

FAA, Transport Airplane Directorate,

Seattle Aircraft Certification Office

(ACO), 1601 Lind Avenue, SW., Renton,

Washington; telephone (425) 227–2773;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: On August

2, 1993, the FAA issued AD 93–15–08,

amendment 39–8654 (58 FR 42192,

August 9, 1993), applicable to certain

Boeing Model 737 airplanes, to require

an inspection to determine whether the

bearings of the tracklock bracket

assemblies of the pilot and co-pilot seats

are secure, modification of loose

bearings, and marking of the seat

identification label. [A correction of the

rule was published in the Federal

Register on September 14, 1993 (58 FR

47986).] That action was prompted by

reports of pilot seats failing to lock

horizontally due to the tracklock pin

bearing becoming detached from its

housing and wedged in the mechanism.

The actions required by that AD are

intended to prevent the pilot and copilot seats from sliding freely on the

track, which could lead to the inability

of the pilots to control the airplane.

Actions Since Issuance of Previous Rule

Since the issuance of AD 93–15–08

R1, the FAA has received a report

indicating that a first officer’s crew seat

on a Boeing Model 737 series airplane,
Federal Register / Vol. 62, No. 174 / Tuesday, September 9, 1997 / Rules and Regulations 47365

which had been inspected previously in

accordance with IPECO Service Bulletin

A001–25–74, Issue 2, dated May 6,

1993, failed to lock horizontally because

the tracklock pin bearing of the

tracklock bracket assembly detached

from its housing and wedged in the

tracklock mechanism. In addition, four

reports were received of captain and

first officer crew seats becoming loose

after being inspected previously.

Migration of the tracklock bearing from

the tracklock bracket assemblies, if not

corrected, could cause the crew seats to

slide horizontally on the track during

acceleration and takeoff of the airplane,

which could result in uncommanded

movement of the seats and reduced

controllability of the airplane.

Explanation of Relevant Service

Information

Since the issuance of the previous

rule, the FAA has reviewed and

approved IPECO Service Bulletin A001–

25–92, Issue 1, dated June 2, 1997,

which specifies procedures for a visual

inspection of the seat identification

label to determine whether the

modification and marking of the captain

and first officer crew seats were

accomplished in accordance with the

previously referenced IPECO service

bulletin (A001–25–74); and, if not,

procedures for such modification and

marking to ensure that the seats are

secure. Modification of the crew seats

requires the installation of a bearing

retaining pin in the tracklock bracket

assemblies of the captain and first

officer crew seats to ensure that these

seats remain in a secure position during

acceleration and takeoff of the airplane.

Marking of the crew seats is

accomplished by vibro etch or a similar

method on the seat pan structure,

beneath the pin cushion, or on the aft

face of the seat base structure, following

installation of the retaining pin.

Explanation of Requirements of Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of this same

type design, this AD supersedes AD 93–

15–08 R1 to require a visual inspection

to determine whether the modification

and marking of crew seats have been

accomplished; and, if not,

accomplishment of such modification

and marking to ensure that the seats are

secure, which constitutes terminating

action for the requirements of this AD.

These actions are to be done in

accordance with the IPECO service

bulletins referenced previously.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this 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

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the 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 that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 97–NM–168–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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 39–8686 (58 FR

47986, September 14, 1993), and by

adding a new airworthiness directive

(AD), amendment 39–10123, to read as

follows:

97–19–03 BOEING: Amendment 39–10123.

Docket 97–NM–168–AD. Supersedes AD

93–15–08 R1, Amendment 39–8686.

Applicability: Model 737 series airplanes

equipped with IPECO Model 093 captain and

first officer crew seats, having seat serial

numbers up to and including 21121;

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 (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
47366 Federal Register / Vol. 62, No. 174 / Tuesday, September 9, 1997 / Rules and Regulations

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent the captain and first officer

crew seats from sliding freely on the track,

which could result in uncommanded

movement of the seats and reduced

controllability of the airplane, accomplish

the following:

(a) Within 90 days after the effective date

of this AD, perform a visual inspection of the

seat identification labels of the captain and

first officer crew seats to determine whether

these seats were modified by installing a

bearing retaining pin in the tracklock bracket

assembly of the seats, and whether the seats

were marked by an identification label, in

accordance with IPECO Service Bulletin

A001–25–74, Issue 2, dated May 6, 1993, or

IPECO Service Bulletin A001–25–92, Issue 1,

dated June 2, 1997.

(i) If the modification and marking of the

crew seats were accomplished in accordance

with service bulletin A001–25–74 or A001–

25–92, no further action is required by this

AD.

(ii) If the modification and marking were

not accomplished in accordance with either

service bulletin, within 90 days after the

effective date of this AD, accomplish the

modification (installation of a bearing

retaining pin in the tracklock bracket

assembly of the captain and first officer crew

seats), and the marking of the seat

identification label; in accordance with

IPECO Service Bulletin A001–25–92, Issue 1,

dated June 2, 1997.

(b) As of the effective date of this AD, no

person shall install on any airplane a pilot/

co-pilot (captain/first officer) crew seat that

does not bear the marking ‘‘A001–25–74’’ or

‘‘A001–25–92’’ on the seat identification

label.

(c) 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, Seattle

Aircraft Certification Office (ACO), 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, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative

methods of compliance with this AD, if

any, may be obtained from the Seattle

ACO.

(d) 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.

(e) The actions shall be done in accordance

with IPECO Service Bulletin A001–25–92,

Issue 1, dated June 2, 1997; or IPECO Service

Bulletin A001–25–74, Issue 2, dated May 6,

1993.

(1) The incorporation by reference of

IPECO Service Bulletin A001–25–92, ssue 1,

dated June 2, 1997, is approved by the

Director of the Federal Register in accordance

with 5 U.S.C. 552(a) and 1 CFR part 51.

(2) The incorporation by reference of

IPECO Service Bulletin A001–25–74, Issue 2,

dated May 6, 1993, was approved previously

by the Director of the Federal Register as of

August 24, 1993 (58 FR 42192, August 9,

1993).

(3) Copies may be obtained from IPECO,

Inc., 3882 Del Amo Boulevard, suite 604,

Torrance, California 90503. 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.

(f) This amendment becomes effective on

September 24, 1997.

Issued in Renton, Washington, on

September 3, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–23862 Filed 9–8–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. No. 97–ASO–5]

Amendment to Class E Airspace;

Titusville, FL

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This amendment modifies the

Class E airspace area at Titusville, FL.

Global Positioning System (GPS)

Runway (RWY) 15 and RWY 33

Standard Instrument Approach

Procedures (SIAPs) have been

developed for the Arthur Dunn Air Park.

Additional controlled airspace

extending upward from 700 feet Above

Ground Level (AGL) is needed to

accommodate the SIAPs. The operating

status of the airport will change from

Visual Flight Rules (VFR) to include

Instrumental Flight Rules (IFR)

operations concurrent with publication

of the SIAPs

EFFECTIVE DATE: 0901 UTC, November 6,

1997.

FOR FURTHER INFORMATION CONTACT:

Nancy B. Shelton, Airspace Branch, Air

Traffic Division, Federal Aviation

Administration, P.O. Box 20636,

Atlanta, Georgia 30320; telephone (404)

305–5576.

SUPPLEMENTARY INFORMATION:

History

On April 14, 1997, the FAA proposed

to amend Part 71 of the Federal Aviation

Regulations (14 CFR Part 71) by

modifying Class E airspace at Titusville,

FL (62 FR 18067). This action would

provide adequate Class E airspace for

IFR operations at the Arthur Dunn Air

Park. Designations for Class E airspace

extending upward from 700 feet or more

above the surface are published in

Paragraph 6005 of FAA Order 7400.9D,

dated September 4, 1996, and effective

September 16, 1996, which is

incorporated by reference in 14 CFR

Part 71.1. The Class E airspace

designation listed in this document will

be published subsequently in the Order.

Interested parties were invited to

participate in this rulemaking

proceeding by submitting written

comments on the proposal to the FAA.

One comment was received objecting to

the proposal. The United States Air

Force objected to the proposed Class E

airspace citing general safety concerns

over parachute jumping activity and

radar coverage in the vicinity of Arthur

Dunn Air Park.

This FAA response action will

enhance safety by lowering the floor of

existing Class E airspace from 1200 feet

AGL to 700 feet AGL within 6.3 miles

of the Arthur Dunn Air Park to

accommodate 2 GPS SIAPs which have

been developed for the airport. The

airspace modification as proposed is

required in order to provide adequate

controlled airspace for the GPS SIAPs

into the Arthur Dunn Air Park.

The Rule

This amendment to Part 71 of the

Federal Aviation Regulations (14 CFR

Part 71) modifies Class E airspace at

Titusville, FL. Global Positioning

System RWY 15 and RWY 33 SIAPs

have been developed for the Arthur

Dunn Air Park. Additional controlled

airspace extending upward from 700

feet AGL is needed to accommodate the

SIAPs. The operating status of the

airport will change from VFR to include

IFR operations concurrent with the

publication of the SIAPs.

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. It, therefore, (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 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