Federal Register / Vol. 62, No. 183 / Monday, September 22, 1997 / Rules and Regulations 49427

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 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

(otherwise, an evaluation is not

required). A copy of it, if filed, may be

obtained from the Rules Docket.

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 Airworthiness Directive (AD)

97–15–13, Amendment 39–10087, and

by adding a new AD to read as follows:

97–15–13 R1 Raytheon Aircraft Company:

Amendment 39–10131; Docket No. 96–

CE–60–AD. Revises AD 97–15–13,

Amendment 39–10087.

Applicability: The following airplane

models and serial numbers, certificated in

any category:

Model Serial Nos.

1900 ............. UA–1 through UA–3.

1900C .......... UB–1 through UB–74, and

UC–1 through UC–174.

1900C (C–

12J).

UD–1 through UD–6.

1900D .......... UE–1 through UE–157.

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 (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 within the next 200

hours time-in-service after the effective date

of this AD, unless already accomplished.

To prevent moisture from accumulating

and freezing in the airstair door handle and

latch housing, which could result in the door

freezing shut and passengers not being able

to evacuate the airplane in an emergency

situation, accomplish the following:

(a) Install lubrication fittings in the airstair

door handle and latch housing mechanisms

in accordance with the ACCOMPLISHMENT

INSTRUCTIONS section of Raytheon

Mandatory Service Bulletin No. 2572, dated

July, 1996.

(b) 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.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Wichita Aircraft

Certification Office (ACO), 1801 Airport

Road, Room 100, Mid-Continent Airport,

Wichita, Kansas 67209. The request shall be

forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Wichita ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

(d) The installation required by this AD

shall be done in accordance with Raytheon

Mandatory Service Bulletin No. 2572, dated

July, 1996. This incorporation by reference

was previously approved by the Director of

the Federal Register in accordance with 5

U.S.C. 552(a) and 1 CFR part 51 as of

September 5, 1997 (62 FR 39927, July 25,

1997). Copies may be obtained from the

Raytheon Aircraft Company, P.O. Box 85,

Wichita, Kansas 67201–0085. Copies may be

inspected at the FAA, Central Region, Office

of the Assistant Chief Counsel, Room 1558,

601 E. 12th Street, Kansas City, Missouri, or

at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

(e) This amendment (39–10131) revises AD

97–15–13, mendment 39–10087.

(f) This amendment (39–10131) becomes

effective on September 22, 1997.

Issued in Kansas City, Missouri, on

September 8, 1997.

James E. Jackson,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 97–25052 Filed 9–19–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–ANE–03; Amendment 39–

10138; AD 97–19–18]

RIN 2120–AA64

Airworthiness Directives; AlliedSignal

Inc. TSCP700–4B and –5 Auxiliary

Power Units

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to AlliedSignal Inc. (formerly

AiResearch and Garrett) TSCP700–4B

and –5 Series Auxiliary Power Units

(APUs), that currently requires

restretching the first stage low pressure

compressor (LPC) tie rods, or replacing

affected disks at or before 8,000 cycles

since new (CSN). This amendment

requires removing from service affected

disks, replacing them with serviceable

parts, and establishing a life limit of

8,000 CSN for affected disks. This

amendment is prompted by a report of

a first stage LPC disk rim separation due

to low cycle fatigue on an APU that had

its tie rods restretched in accordance

with the current AD. The actions

specified by this AD are intended to

prevent first stage LPC disk rim

separation due to low cycle fatigue,

which could result in an uncontained

APU failure and damage to the aircraft.

DATES: Effective October 27, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of October 27,

1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from AlliedSignal Aerospace, Attn: Data

Distribution, M/S 64–3/2101–201, P.O.

Box 29003, Phoenix, AZ 85038–9003;

telephone (602) 365–2493, fax (602)

365–5577. This information may be

examined at the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, 12 New England Executive

Park, Burlington, MA 01803–5299; or at
49428 Federal Register / Vol. 62, No. 183 / Monday, September 22, 1997 / Rules and Regulations

the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Robert Baitoo, Aerospace Engineer, Los

Angeles Aircraft Certification Office,

FAA, Transport Airplane Directorate,

3960 Paramount Blvd., Lakewood, CA

90712–4137; telephone (562) 627–5245;

fax (562) 627–5210.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 88–24–07,

Amendment 39–6062 (53 FR 46439,

November 17, 1988), which is

applicable to AlliedSignal Inc. (formerly

AiResearch and Garrett) TSCP700–4B

and –5 series auxiliary power units

(APUs), was published in the Federal

Register on March 18, 1997 (62 FR

12774). That action proposed to

eliminate the option of restretching the

tie rods, and require removing from

service affected disks in accordance

with a schedule derived from

calculations in AlliedSignal Inc. Service

Bulletin (SB) No. TSCP700–49–7266,

dated June 16, 1996, replacing affected

disks with serviceable parts, and

establishing a life limit of 8,000 cycles

since new (CSN) for affected disks.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

One commenter (the manufacturer)

states that the AD should not imply that

the tie rod restretch is ineffective, as the

manufacturer believes that the tie rod

restretch is beneficial in minimizing

disk liberation. The FAA concurs that

tie rod restretching is beneficial;

however, the FAA has determined

through analysis that the life limit of

affected disks must be reduced to 8,000

CSN regardless of tie rod restretch in

order to ensure safe operation.

Three commenters concur with the

rule as proposed.

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 with the changes

described previously. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

The FAA estimates that 100 APUs

installed on aircraft of U.S. registry will

be affected by this AD, no additional

work hours per APU to accomplish the

proposed actions if the actions are

accomplished during APU overhaul, 8

work hours to accomplish the required

actions if the actions are not

accomplished during APU overhaul,

and that the average labor rate is $60 per

work hour. Based on these figures, and

that the work would not be performed

during overhaul, the total cost impact of

the AD on U.S. operators is estimated to

be $48,000.

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

removing Amendment 39–6062 (53 FR

46439, November 17, 1988) and by

adding a new airworthiness directive,

Amendment 39–XXXX, to read as

follows:

97–XX–XX AlliedSignal Inc.: Amendment

39–XXXX. Docket 97–ANE–03.

Supersedes AD 88–24–07, Amendment

39–6062.

Applicability: AlliedSignal Inc. (formerly

AiResearch and Garrett) TSCP700–4B and –5

auxiliary power units (APUs), with first stage

low pressure compressor (LPC) disks, Part

Number (P/N) 3606429–1, installed on but

not limited to Airbus A300 series, and

McDonnell Douglas DC–10 and KC–10

(military) series aircraft.

Note 1: This airworthiness directive (AD)

applies to each APU 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 APUs 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 (e)

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 first stage LPC disk rim

separation due to low cycle fatigue, which

could result in an uncontained APU failure

and damage to the aircraft, accomplish the

following:

(a) Remove from service first stage LPC

disks, P/N 3606429–1, in accordance with

the schedule derived from calculations in

paragraph C.(3) of AlliedSignal Service

Bulletin (SB) No. TSCP700–49–7266, dated

June 16, 1996, and the removal procedures

described in the Accomplishment

Instructions of that SB, and replace with

serviceable parts.

(b) Except as provided in paragraph (a),

this AD establishes a life limit of 8,000 cycles

since new (CSN) for first stage LPC disks, P/

N 3606429–1.

(c) The definition of a disk cycle may be

found in the applicable AlliedSignal Inc.

APU Component Maintenance Manual.

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

this AD, no alternative replacement times

may be approved for first stage LPC disks, P/

N 3606429–1.

(e) 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, Los

Angeles Aircraft Certification Office.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Los Angeles Aircraft

Certification Office.

Note 2: Information concerning the

existence of approved alternative method of

compliance with this AD, if any, may be

obtained from the Los Angeles Aircraft

Certification Office.
Federal Register / Vol. 62, No. 183 / Monday, September 22, 1997 / Rules and Regulations 49429

(f) 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 aircraft to

a location where the requirements of this AD

can be accomplished.

(g) The actions required by this AD shall

be done in accordance with the following

AlliedSignal Inc. SB:

Document No. Pages Date

TSCP700–49–

7266.

1–6 June 16, 1996.

Total pages: 6.

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 AlliedSignal Aerospace, Attn: Data

Distribution, M/S 64–3/2101–201, P.O. Box

29003, Phoenix, AZ 85038–9003; telephone

(602) 365–2493, fax (602) 365–5577. Copies

may be inspected at the FAA, New England

Region, Office of the Assistant Chief Counsel,

12 New England Executive Park, Burlington,

MA; or at the Office of the Federal Register,

800 North Capitol Street, NW., suite 700,

Washington, DC.

(h) This amendment becomes effective on

October 27, 1997.

Issued in Burlington, Massachusetts, on

September 12, 1997.

Mark C. Fulmer,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 97–24910 Filed 9–19–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–36–AD; Amendment

39–10141; AD 97–20–03]

RIN 2120–AA64

Airworthiness Directives; de Havilland

Model DHC–7 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all de Havilland Model

DHC–7 series airplanes, that requires

revising the Airplane Flight Manual

(AFM) to prohibit positioning of the

power levers below the flight idle stop

during flight, and to add a statement of

the consequences of such positioning of

the power levers. This amendment is

prompted by incidents and accidents

involving airplanes equipped with

turboprop engines in which the

propeller ground beta range was used

improperly during flight. The actions

specified by this AD are intended to

prevent loss of airplane controllability,

or engine overspeed and consequent

loss of engine power caused by the

power levers being positioned below the

flight idle stop when the airplane is in

flight.

EFFECTIVE DATE: October 27, 1997.

ADDRESSES: Information pertaining to

this rulemaking action may be examined

at the Federal Aviation Administration

(FAA), Transport Airplane Directorate,

Rules Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the FAA,

Engine and Propeller Directorate, New

York Aircraft Certification Office, 10

Fifth Street, Third Floor, Valley Stream,

New York.

FOR FURTHER INFORMATION CONTACT:

Peter LeVoci, Aerospace Engineer,

Systems and Flight Test Branch, ANE–

172, FAA, Engine and Propeller

Directorate, New York Aircraft

Certification Office, 10 Fifth Street,

Third Floor, Valley Stream, New York

11581; telephone (516) 256–7514; fax

(516) 568–2716.

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 de Havilland

Model DHC–7 series airplanes was

published in the Federal Register on

April 15, 1997 (62 FR 18304). That

action proposed revising the Limitations

Section of the Airplane Flight Manual

(AFM) to prohibit positioning the power

levers below the flight idle stop while

the airplane is in flight, and to add a

statement of the consequences of

positioning the power levers below the

flight idle stop while the airplane is in

flight.

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, but remarks that, if an

inherent design problem exists on the

affected airplanes to allow flightcrews to

select the power levers below the flight

idle stop while in flight, the FAA

should consider the addition of a

mechanical means to preclude such

selection. The FAA acknowledges the

commenter’s concern, and may consider

additional rulemaking to address that

concern in the future on certain

airplanes. However, until such final

action is identified, the FAA considers

it appropriate to proceed with issuance

of this final rule. No change to the final

rule is required.

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

The FAA estimates that 45 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 1

work hour per airplane to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $2,700, or $60 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted.

Regulatory Impact

The regulations 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, 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: