61908 Federal Register / Vol. 62, No. 224 / Thursday, November 20, 1997 / Rules and Regulations

electrical and electronic systems that

perform critical functions can withstand

a minimum threat of 100 volts per

meter, peak electrical field strength,

from 10 KHz to 18 GHz. When using

this test to show compliance with the

HIRF requirements, no credit is given

for signal attenuation due to

installation.

A preliminary hazard analysis must

be performed by the applicant, for

approval by the FAA, to identify

electrical and/or electronic systems that

perform critical functions. The term

‘‘critical’’ means those functions whose

failure would contribute to, or cause, a

failure condition that would prevent the

continued safe flight and landing of the

airplane. The systems identified by the

hazard analysis that perform critical

functions are candidates for the

application of HIRF requirements. A

system may perform both critical and

non-critical functions. Primary

electronic flight display systems, and

their associated components, perform

critical functions such as attitude,

altitude, and airspeed indication. The

HIRF requirements apply only to critical

functions.

Compliance with HIRF requirements

may be demonstrated by tests, analysis,

models, similarity with existing

systems, or any combination of these.

Service experience alone is not

acceptable since normal flight

operations may not include an exposure

to the HIRF environment. Reliance on a

system with similar design features for

redundancy as a means of protection

against the effects of external HIRF is

generally insufficient since all elements

of a redundant system are likely to be

exposed to the fields concurrently.

Conclusion

In view of the design features

discussed for the Cessna Model 525

Citation Jet airplane, the following

special conditions are issued. This

action is not a rule of general

applicability and affects only those

applicants who apply to the FAA for

approval of these features on these

airplanes.

The substance of these special

conditions has been subject to the notice

and public comment procedure in

several prior rulemaking actions, for

example, the Dornier 228–200 (53 FR

14782, April 26, 1988), the Cessna

Model 525 (56 FR 49396, September 30,

1991), and the Beech Model 200, A200,

and B200 airplanes (57 FR 1220, January

13, 1992). It is unlikely that additional

public comment would result in any

significant change from those special

conditions already issued and

commented on. For these reasons, and

because a delay would significantly

affect the applicant’s installation of the

system and certification of the airplane,

which is imminent, the FAA has

determined that prior public notice and

comment are unnecessary and

impracticable, and good cause exists for

adopting these special conditions

without notice. Therefore, these special

conditions are being made effective

upon publication in the Federal

Register. However, as previously

indicated, interested persons are invited

to comment on these special conditions

if they so desire.

List of Subjects in 14 CFR Part 23

Aircraft, Aviation safety, Signs and

symbols

Citation

The authority citation for these

special conditions is as follows:

Authority: 49 U.S.C. 106(g); 40113, 44701,

44702, and 44704; 14 CFR 21.16 and 21.101;

and 14 CFR 11.28 and 11.49

Adoption of Special Conditions

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the following special

conditions are issued as part of the type

certification basis for the modified

Cessna Model 525 Citation Jet airplane:

1. Protection of Electrical and

Electronic Systems from High Intensity

Radiated Fields (HIRF). Each system

that performs critical functions must be

designed and installed to ensure that the

operations, and operational capabilities

of these systems to perform critical

functions, are not adversely affected

when the airplane is exposed to high

intensity radiated electromagnetic fields

external to the airplane.

2. For the purpose of these special

conditions, the following definition

applies: Critical Functions: Functions

whose failure would contribute to, or

cause, a failure condition that would

prevent the continued safe flight and

landing of the airplane.

Issued in Kansas City, Missouri on October

28, 1997.

Mary Ellen A. Schutt,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 97–30495 Filed 11–19–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–CE–05–AD; Amendment 39–

10207; AD 97–23–17]

RIN 2120–AA64

Airworthiness Directives; Raytheon

Aircraft Company 90, 100, 200, and 300

Series Airplanes (Formerly Known as

Beech Aircraft Corporation 90, 100,

200, and 300 Series Airplanes)

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to Raytheon Aircraft Company

(Raytheon) 90, 100, 200, and 300 series

airplanes. This action requires

inspecting gray, blue, or clear Ethylene

Vinyl Acetate (EVA) tubing near the copilot’s foot warmer for collapse or

deformity. If the tubing is collapsed or

deformed, this action requires replacing

and re-routing the tubing. This EVA

tubing is used on the pneumatic de-ice

indicator lines and the pressurization

control system pneumatic lines that

provide vacuum to the outflow safety

valves that depressurize the airplane.

This action is the result of several

reports of collapsed EVA tubing. The

actions specified by this AD are

intended to prevent a loss of vacuum to

depressurize the airplane cabin, which

could result in personal injury to the

door operator; and to prevent

malfunction of the de-ice indicator

system, which could cause the pilot to

immediately exit icing conditions.

DATES: Effective December 29, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of December

29, 1997.

ADDRESSES: Service information that

applies to this AD may be obtained from

Raytheon Aircraft Company, P.O. Box

85, Wichita, Kansas 67201–0085. This

information may also be examined at

the Federal Aviation Administration

(FAA), Central Region, Office of the

Regional Counsel, Attention: Rules

Docket 97–CE–05–AD, Room 1558, 601

E. 12th Street, 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:

Mike Imbler, Aerospace Engineer, FAA,

Wichita Aircraft Certification Office,

1801 Airport Road, Room 100, Mid-
Federal Register / Vol. 62, No. 224 / Thursday, November 20, 1997 / Rules and Regulations 61909

Continent Airport, Wichita, Kansas

67209; telephone (316) 946–4147,

facsimile (316) 946–4407.

SUPPLEMENTARY INFORMATION:

Events Leading to the Issuance of This

AD

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to include an AD that would

apply to Raytheon 90, 100, 200, and 300

series airplanes was published in the

Federal Register on May 13, 1997, (62

FR 26261). The action proposed to

require inspecting the condition and

proper routing of the gray, blue, or clear

pneumatic pressurization control

system tubes and the de-ice indicator

pneumatic tubing located forward of the

co-pilot’s right outboard rudder pedal. If

either tube is deformed or collapsed, the

proposed action would require

replacing the damaged section of tube

with new nylon tubing, then re-routing

and securing the tubing using aluminum

tubing and hose clamps. If there is no

evidence of damage to the tubing, the

proposed action would only require rerouting and securing the tubing to

ensure that it is at least 8 inches away

from the discharge opening of the copilot’s foot warmer outlet.

Accomplishment of the proposed action

would be in accordance with Raytheon

Aircraft Company Mandatory Service

Bulletin No. 2676, Issued: January 1997.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposed rule or the FAA’s

determination of the cost to the public.

The FAA’s Determination

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed except for minor

editorial corrections. The FAA has

determined that these 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

The FAA estimates that 2,515

airplanes in the U.S. registry will be

affected by this AD; that it would take

approximately 6 workhours per airplane

to accomplish the inspection, repair,

and re-routing of the tubing; and that

the average labor rate is approximately

$60 an hour. Parts would be covered

under the manufacturer’s warranty

credit program. Based on these figures,

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

operators is estimated to be $905,400 or

$360 per airplane. The FAA has no way

to determine the number of owners/

operators of the affected airplanes who

may have already accomplished this

action.

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 copy of the final

evaluation prepared for this action is

contained in the Rules Docket. A copy

of it may be obtained by contacting 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 a new airworthiness directive

(AD) to read as follows:

97–23–17.—Raytheon Aircraft Company:

Amendment 39–10207; Docket No. 97–

CE–05–AD.

Applicability: The following models and

serial numbered airplanes, certificated in any

category:

Models Serial Nos.

C90 and C90A .......... LJ–683 through LJ–

1463.

E90 ............................ LW–177 through LW–

347.

F90 ............................ LA–1 through LA–

236.

H90 ............................ LL–1 through LL–61.

A100 .......................... B–228 through B–

247.

B100 .......................... BE–6 through BE–

137.

200 and B200 ........... BB–114 through BB–

1553.

200C and B200C ...... BL–1 through BL–72

and BL–124

through BL–140.

200CT and B200CT .. BN–1 through BN–4.

200T and B200T ....... BT–1 through BT–38.

300 ............................ FA–1 through FA–230

and FF–1 through

FF–19.

B300 .......................... FL–1 through FL–

154.

B300C ....................... FM–1 through FM–9

and FN–1.

A200 (C–12C) ........... BC–19 through BC–

75 and BD–15

through BD–30.

A200C (UC–12B) ...... BJ–1 through BJ–66.

A200CT (C–12D/F) ... BP–1, BP–22, and

BP–24 through BP–

63.

A200CT (FWC–12D) BP–7 through BP–11.

A200CT (RC–12D) .... GR–1 through GR–

13.

A200CT (RC–12H) .... GR–14 through GR–

19.

A200CT (RC–12G) ... FC–1 through FC–3.

A200CT (RC–12K) .... FE–1 through FE–9.

A200CT (RC–12N) .... FE–10 through FE–

31.

A200CT (RC–12P) .... FE–33 and FE–35.

A200CT (RC–12Q) ... FE–32, FE–34, and

FE–36.

B200C (C–12F) ......... BL–73 through BL–

112, BL–118

through BL–123,

and BP–64 through

BP–71.

B200C (C–12R) ........ BW–1 through BW–

29.

B200C (UC–12F) ...... BU–1 through BU–10.

B200C (RC–12F) ...... BU–11 and BU–12.

B200C (UC–12M) ..... BV–1 through BV–10.

B200C (RC–12M) ..... BV–11 and BV–12.

B200CT (FWC–12D) FG–1 and FG–2.

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 (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.
61910 Federal Register / Vol. 62, No. 224 / Thursday, November 20, 1997 / Rules and Regulations

Compliance: Required within the next 200

hours time-in-service (TIS) after the effective

date of this AD, unless already accomplished.

To prevent a loss of vacuum to

depressurize the airplane cabin, which could

result in personal injury to the door operator;

and to prevent malfunction of the de-ice

indicator system which could cause the pilot

to unnecessarily exit icing conditions,

accomplish the following:

(a) Inspect for collapse, deformation, and

proper routing of the gray, blue, or clear

pneumatic pressurization control system

tubes and the de-ice indicator pneumatic

tubing located forward of the co-pilot’s right

outboard rudder pedal in accordance with

the ACCOMPLISHMENT INSTRUCTIONS

section and Figure 1 of the Raytheon Aircraft

Company (Raytheon) Mandatory Service

Bulletin (SB) No. 2676, Issued: January 1997.

(b) If any of this tubing is deformed or

collapsed, prior to further flight, replace the

damaged section of tube with new nylon

tubing, then use aluminum tubing and hose

clamps to secure and re-route the tubing at

least 8 inches away from the discharge

opening of the co-pilot’s foot warmer outlet

in accordance with the ACCOMPLISHMENT

INSTRUCTIONS section and Figure 2 of the

Raytheon Mandatory SB No. 2676, Issued:

January 1997.

(c) If there is no evidence of damage to the

tubing, prior to further flight, re-route and

secure the tubing as specified in paragraph

(b) of this AD in accordance with the

ACCOMPLISHMENT INSTRUCTIONS

section of the Raytheon Mandatory SB No.

2676, Issued: January 1997.

(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) 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, 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 Aircraft Certification Office.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from Wichita Aircraft Certification

Office.

(f) The inspections, modifications, and

replacements required by this AD shall be

done in accordance Raytheon Aircraft

Company Mandatory Service Bulletin No.

2676, Issued: January 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

Raytheon Aircraft Company, P.O. Box 85,

Wichita, Kansas 67201–0085. 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.

(g) This amendment (39–10207) becomes

effective on December 29, 1997.

Issued in Kansas City, Missouri, on

November 7, 1997.

Larry D. Malir,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 97–30057 Filed 11–19–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–198–AD; Amendment

39–10210; AD 97–24–03]

RIN 2120–AA64

Airworthiness Directives; Dassault

Model Falcon 2000 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Dassault Model

Falcon 2000 series airplanes, that

requires a revision to the Limitations

section of the FAA-approved Airplane

Flight Manual (AFM) to limit the

allowed loads in the baggage

compartment aft of the center baggage

net. This AD also requires replacement

of the center baggage net in the baggage

compartment with a net having

reinforced straps, which terminates the

requirement for the AFM revision. This

amendment is prompted by a report

indicating that the center baggage net

cannot sustain design loads in the event

of an accident. The actions specified by

this AD are intended to prevent injury

to passengers, as a result of inadequate

breaking strength of the baggage net, in

the event of an accident.

DATES: Effective December 26, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of December

26, 1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from Dassault Falcon Jet Corporation,

Teterboro Airport, P.O. Box 2000, South

Hackensack, New Jersey 07606.

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:

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 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 certain Dassault

Model Falcon 2000 series airplanes was

published in the Federal Register on

September 15, 1997 (62 FR 48187). That

action proposed to require a revision to

the Limitations section of the FAAapproved Airplane Flight Manual

(AFM) to limit the allowed loads in the

baggage compartment aft of the center

baggage net. The AD also proposed to

require replacement of the center

baggage net in the baggage compartment

with a net having reinforced straps,

which would terminate the requirement

for the AFM revision.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

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 20 Model

Falcon 2000 series airplanes of U.S.

registry will be affected by this AD, that

it will take approximately 1 work hour

per airplane to accomplish the

replacement, and that the average labor

rate is $60 per work hour. Required

parts will cost approximately $520 per

airplane. Based on these figures, the cost

impact of the AD on U.S. operators is

estimated to be $11,600, or $580 per

airplane.

It will take approximately 1 work

hour per airplane to accomplish the

AFM revision, at an average labor rate

of $60 per work hour. Based on these

figures, the cost impact on U.S.

operators of the AFM revision required

by this AD is estimated to be $1,200, or

$60 per airplane.

Based on the above figures, the total

cost impact on U.S. operators of the

replacement and AFM revision is

estimated to be $12,800, or $640 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