Federal Register / Vol. 62, No. 203 / Tuesday, October 21, 1997 / Rules and Regulations 54579

(b) If any cracks are found during any of

the inspections required by this AD, prior to

further flight, replace the MLG torque link

assembly with a Modification A39 MLG

torque link assembly in accordance with the

ACCOMPLISHMENT INSTRUCTIONS

section of Fairey Hydraulics Limited SB No.

32–4, Issue 4, dated January 30, 1990.

(1) Repetitive inspections are no longer

required when all MLG torque assemblies are

replaced with Modification A39 MLG torque

link assemblies.

(2) Repetitive inspections may no longer be

required on one MLG torque assembly, but

still be required on another if all haven’t been

replaced with a Modification A39 MLG

torque link assembly.

(c) Upon the accumulation of 5,000 hours

TIS or within the next 1,000 hours TIS after

the effective date of this AD, whichever

occurs later, unless already accomplished as

specified in paragraph (b) of this AD, replace

each MLG torque link assembly with a

Modification A39 MLG torque link assembly

in accordance with the ACCOMPLISHMENT

INSTRUCTIONS section of Fairey Hydraulics

Limited SB No. 32–4, Issue 4, dated January

30, 1990.

(d) The intervals between the repetitive

inspections required by this AD may be

adjusted up to 10 percent of the specified

interval to allow accomplishing these actions

along with other scheduled maintenance on

the airplane.

(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 inspection requirements

of this AD can be accomplished.

(f) An alternative method of compliance or

adjustment of the initial or repetitive

compliance times that provides an equivalent

level of safety may be approved by the

Manager, Small Airplane Directorate, 1201

Walnut, suite 900, Kansas City, Missouri

64106. The request should be forwarded

through an appropriate FAA Maintenance

Inspector, who may add comments and then

send it to the Manager, Small Airplane

Directorate.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Small Airplane

Directorate.

(g) The inspections and replacement

required by this AD shall be done in

accordance with Fairey Hydraulics Limited

Service Bulletin (SB) 32–4, Issue 4, dated

January 30, 1990. 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 Fairey Hydraulics Limited,

Claverham, Bristol, England; or Pilatus

Britten-Norman Limited, Bembridge, Isle of

Wight, United Kingdom PO35 5PR. Copies

may be inspected at the FAA, Central Region,

Office of the Regional 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.

(h) This amendment (39–10170) becomes

effective on November 28, 1997.

Issued in Kansas City, Missouri, on

October 14, 1997.

Mary Ellen Schutt,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 97–27795 Filed 10–20–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–246–AD; Amendment

39–10169; AD 97–19–16]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F28 Mark 0100 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting airworthiness directive (AD)

97–19–16, that was sent previously to

all known U.S. owners and operators of

Fokker Model F28 Mark 0100 series

airplanes equipped with Rolls-Royce

Tay 650–15 engines, by individual

notices. This AD requires a revision to

the FAA-approved Airplane Flight

Manual (AFM) to include procedures to

prohibit use of reverse engine thrust

power settings between idle and

emergency maximum; and submission

of a report to the airplane manufacturer.

This action is prompted by a report that,

during preparation for takeoff, an engine

fan blade failure occurred, followed by

an engine fire. The actions specified by

this AD are intended to prevent

uncontained engine fan blade failure

due to high cycle fatigue cracking,

which could result in loss of thrust from

the affected engine and secondary

damage to aircraft and/or fire.

DATES: Effective October 27, 1997, to all

persons except those persons to whom

it was made immediately effective by

emergency AD 97–19–16, issued on

September 12, 1997, which contained

the requirements of this amendment.

Comments for inclusion in the Rules

Docket must be received on or before

November 20, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 97–NM–

246–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

FOR FURTHER INFORMATION CONTACT: Tim

Dulin, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2141; fax (425) 227–1320.

SUPPLEMENTARY INFORMATION: On

September 12, 1997, the FAA issued

emergency AD 97–19–16, which is

applicable to Fokker Model F28 Mark

0100 series airplanes equipped with

Rolls-Royce (RR) Tay 650–15 engines.

That action was prompted by a report

that during preparation for takeoff, a

Fokker Model F28 Mark 0100 series

airplane equipped with Rolls-Royce Tay

650–15 engines sustained an engine fan

blade failure, followed by an engine fire.

Investigation revealed that five fan

blades failed at the root area, three fan

blades failed at mid-height, and the

remainder were severely damaged.

Further investigation revealed that all

five fan blades failed due to rapid high

cycle fatigue cracking with low cycle

fatigue cracking origin. Evidence of

rapid high cycle fatigue cracking

indicates that an operational effect is

causing high vibratory stresses. Rolls

Royce considers that the high cycle

fatigue cracking was caused by vibration

during previous thrust reverser

applications. This condition, if not

corrected, could result in uncontained

engine fan blade failure due to high

cycle fatigue cracking, which could

result in loss of thrust from the affected

engine and secondary damage to aircraft

and/or fire.

FAA’s Conclusions

This airplane model is manufactured

in the Netherlands and is type

certificated for operation in the United

States under the provisions of section

21.29 of the Federal Aviation

Regulations (14 CFR 21.29) and the

applicable bilateral airworthiness

agreement. Pursuant to this bilateral

airworthiness agreement, the

Rijksluchtvaartdienst (RLD), which is

the airworthiness authority for the

Netherlands, has kept the FAA informed

of the situation described above. The

FAA has examined the findings of the

RLD, reviewed all available information,

and determined that AD action is

necessary for products of this type

design that are certificated for operation

in the United States.

Explanation of the Requirements of the

Rule

Since the unsafe condition described

is likely to exist or develop on other

airplanes of the same type design

registered in the United States, the FAA

issued emergency AD 97–19–16 to

require a revision to the FAA-approved

Airplane Flight Manual (AFM). The
54580 Federal Register / Vol. 62, No. 203 / Tuesday, October 21, 1997 / Rules and Regulations

revision includes procedures to prohibit

use of reverse engine thrust power

settings between idle and emergency

maximum.

This AD also requires that operators

submit a report to the airplane

manufacturer describing any occurrence

where the idle reverse thrust limitations

specified in this AD are exceeded.

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

Publication and Effectivity of AD

Since it was found that immediate

corrective action was required, notice

and opportunity for prior public

comment thereon were impracticable

and contrary to the public interest, and

good cause existed to make the AD

effective immediately by individual

notices issued on September 12, 1997,

to all known U.S. owners and operators

of Fokker Model F28 Mark 0100 series

airplanes equipped with Rolls-Royce

Tay 650–15 engines. These conditions

still exist, and the AD is hereby

published in the Federal Register as an

amendment to section 39.13 of the

Federal Aviation Regulations (14 CFR

39.13) to make it effective as to all

persons.

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–246–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, 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:

97–19–16 Fokker: Amendment 39–10169.

Docket 97–NM–246–AD.

Applicability: Model F28 Mark 0100 series

airplanes equipped with Rolls-Royce (RR)

Tay 650–15 engines, 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 (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 prevent uncontained failure of the

engine fan blades, which could result in loss

of thrust from the affected engine, and

secondary damage to the airplane and/or fire,

accomplish the following:

(a) Within 72 hours after the effective date

of this AD, revise the Limitations Section,

Subsection 2.06.01 ‘‘Thrust Reverser,’’ of the

FAA-approved Airplane Flight Manual

(AFM) to add the following. This may be

accomplished by inserting a copy of this AD

in the AFM.

‘‘THRUST REVERSER

Thrust reversers are intended for ground

use only. Intentional use of reverse thrust in

flight is prohibited. After reverse thrust has

been initiated, a full stop landing must be

made.

Maximum Reverse Thrust Lever Positions

Normal Operation:

—The idle detent position shall not be

exceeded in normal operation.

Emergency Operation:

—In case of emergency, the emergency

maximum reverse thrust may be used.

—Stabilized operation with the reverse lever

in an intermediate position between idle

reverse and emergency maximum reverse

is prohibited.

—If directional control problems occur,

select forward idle.

Exceeding the idle reverse thrust limitations

must be reported.’’

(b) If the idle reverse thrust limitations

specified in paragraph (a) of this AD are

exceeded, within 10 days after exceeding the

idle reverse thrust limitations, submit a

report of that occurrence to Fokker Services,

Technical Support Department, P. O. Box

75047, 1117 ZN Schiphol Airport, The

Netherlands. Information collection

requirements contained in this regulation

have been approved by the Office of

Management and Budget (OMB) under the
Federal Register / Vol. 62, No. 203 / Tuesday, October 21, 1997 / Rules and Regulations 54581

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB Control Number 2120–0056.

(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, 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.

(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.

Note 3: The subject of this AD is addressed

in Netherlands airworthiness directive BLA

1997–091(A), dated September 9, 1997.

(e) This amendment becomes effective on

October 27, 1997, to all persons except those

persons to whom it was made immediately

effective by emergency AD 97–19–16, issued

on September 12, 1997, which contained the

requirements of this amendment.

Issued in Renton, Washington, on October

15, 1997.

James V. Devany,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–27787 Filed 10–20–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 97

[Docket No. 28968; Amdt. No. 1808]

RIN 2120–AA65

Standard Instrument Approach

Procedures; Miscellaneous

Amendments

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This amendment establishes,

amends, suspends, or revokes Standard

Instrument Approach Procedures

(SIAPs) for operations at certain

airports. These regulatory actions are

needed because of the adoption of new

or revised criteria, or because of changes

occurring in the National Airspace

System, such as the commissioning of

new navigational facilities, addition of

new obstacles, or changes in air traffic

requirements. These changes are

designed to provide safe and efficient

use of the navigable airspace and to

promote safe flight operations under

instrument flight rules at the affected

airports.

DATES: An effective date for each SIAP

is specified in the amendatory

provisions.

Incorporation by reference—approved

by the Director of the Federal Register

on December 31, 1980, and reapproved

as of January 1, 1982.

ADDRESSES: Availability of matters

incorporated by references in the

amendment is as follows:

For Examination—1. FAA Rules

Docket, FAA Headquarters Building,

800 Independence Avenue, SW.,

Washington, DC 20591;

2. The FAA Regional Office of the

region in which the affected airport is

located; or

3. The Flight Inspection Area Office

which originated the SIAP.

For Purchase—Individual SIAP

copies may be obtained from:

1. FAA Public Inquiry Center (APA–

200), FAA Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591; or

2. The FAA Regional Office of the

region in which the affected airport is

located.

By Subscription—Copies of all SIAPs,

mailed once every 2 weeks, are for sale

by the Superintendent of Documents,

U.S. Government Printing Office,

Washington, DC 20402.

FOR FURTHER INFORMATION CONTACT: Paul

J. Best, Flight Procedures Standards

Branch (AFS–420), Technical Programs

Division, Flight Standards Service,

Federal Aviation Administration, 800

Independence Avenue, SW.,

Washington, DC 20591; telephone (202)

267–8277.

SUPPLEMENTARY INFORMATION: This

amendment to part 97 of the Federal

Aviation Regulations (14 CFR part 97)

establishes, amends, suspends, or

revokes Standard Instrument Approach

Procedures (SIAPs). The complete

regulatory description of each SIAP is

contained in official FAA form

documents which are incorporated by

reference in this amendment under 5

U.S.C. 552(a), 1 CFR part 51, and § 97.20

of the Federal Aviation Regulations

(FAR). The applicable FAA Forms are

identified as FAA Forms 8260–3, 8260–

4, and 8260–5. Materials incorporated

by reference are available for

examination or purchase as stated

above.

The large number of SIAPs, their

complex nature, and the need for a

special format make their verbatim

publication in the Federal Register

expensive and impractical. Further,

airmen do not use the regulatory text of

the SIAPs, but refer to their graphic

depiction on charts printed by

publishers of aeronautical materials.

Thus, the advantages of incorporation

by reference are realized and

publication of the complete description

of each SIAP contained in FAA form

documents is unnecessary. The

provisions of this amendment state the

affected CFR (and FAR) sections, with

the types and effective dates of the

SIAPS. This amendment also identifies

the airport, its location, the procedure

identification and the amendment

number.

The Rule

This amendment to part 97 is effective

upon publication of each separate SIAP

as contained in the transmittal. Some

SIAP amendments may have been

previously issued by the FAA in a

National Flight Data Center (FDC)

Notice to Airmen (NOTAM) as an

emergency action of immediate flight

safety relating directly to published

aeronautical charts. The circumstances

which created the need for some SIAP

amendments may require making them

effective in less than 30 days. For the

remaining SIAPs, an effective date at

least 30 days after publication is

provided.

Further, the SIAPs contained in this

amendment are based on the criteria

contained in the U.S. Standard for

Terminal Instrument Approach

Procedures (TERPS). In developing

these SIAPs, the TERPS criteria were

applied to the conditions existing or

anticipated at the affected airports.

Because of the close and immediate

relationship between these SIAPs and

safety in air commerce, I find that notice

and public procedure before adopting

these SIAPs are impracticable and

contrary to the public interest and,

where applicable, that good cause exists

for making some SIAPs effective in less

than 30 days.

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. For the same

reason, the FAA certifies that this

amendment will not have a significant

economic impact on a substantial