Federal Register / Vol. 62, No. 36 / Monday, February 24, 1997 / Rules and Regulations 8159

(a) Within 30 days after the effective date

of this AD, verify the serial number of all

lock jack assemblies, part number

104275001, of the MLG.

Note 2: Verification may be accomplished

by a review of appropriate records.

(1) If no lock jack assembly has a serial

number as listed in British Aerospace

Inspection Service Bulletin SB 32–103,

Revision 1, dated February 22, 1991, no

further action is required by this paragraph.

(2) If any lock jack assembly has a serial

number as listed in British Aerospace

Inspection Service Bulletin SB 32–103,

Revision 1, dated February 22, 1991, prior to

further flight, perform a visual inspection to

detect any leakage of hydraulic fluid from the

lock jack assembly, in accordance with the

service bulletin.

(i) If no leakage of hydraulic fluid is

detected, thereafter, repeat the inspection at

intervals not to exceed 30 days, until the

requirements of paragraph (b) of this AD are

accomplished.

(ii) If any leakage of hydraulic fluid is

detected, prior to further flight, replace the

lock jack assembly with a new or serviceable

unit that does not have one of those serial

numbers, in accordance with the service

bulletin.

(b) Within 6 months after the effective date

of this AD, replace any lock jack assembly

having a serial number listed in British

Aerospace Inspection Service Bulletin SB

32–103, Revision 1, dated February 22, 1991,

with a new or serviceable assembly that does

not have one of those serial numbers, in

accordance with the service bulletin.

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

person shall install a lock jack assembly,

having any serial number listed in British

Aerospace Inspection Service Bulletin SB

32–103, Revision 1, dated February 22, 1991,

on any airplane.

(d) 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 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(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 inspections and replacements shall

be done in accordance with British

Aerospace Inspection Service Bulletin SB

32–103, Revision 1, dated February 22, 1991,

which contains the specified list of effectives

pages:

Page No.

Revision

level

shown on

page

Date shown

on page

1, 2, Appendix

A1, Page 1–3.

1 Feb. 22,

1991.

3, Appendix A1,

Page 4.

Original June 15,

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 British Aerospace Holding, Inc., Avro

International Aerospace Division, P.O. Box

16039, Dulles International Airport,

Washington, DC 20041–6039. 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.

(g) This amendment becomes effective on

March 31, 1997.

Issued in Renton, Washington, on February

13, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–4200 Filed 2–21–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–142–AD; Amendment

39–9943; AD 97–04–18]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F27 Mark 100, 200, 300, 400, 500,

600, and 700 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Fokker Model F27

Mark 100, 200, 300, 400, 500, 600, and

700 series airplanes, that requires

repetitive x-ray inspections to detect

cracks in stringers 4 through 7 of the

lower skin of the wings, and

modification or repair, if necessary. This

amendment also requires modification

of the stringers of the lower skin of the

wings, which terminates the repetitive

inspections. This amendment is

prompted by reports of fatigue cracking

found in stringers 4 through 7 of the

lower skin of the wings. The actions

specified by this AD are intended to

prevent such fatigue cracking, which

could result in reduced structural

integrity of the wings.

DATES: Effective March 31, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 31,

1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from Fokker Aircraft USA, Inc., 1199

North Fairfax Street, Alexandria,

Virginia 22314. 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

(206) 227–1721; 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 Fokker Model F27

Mark 100, 200, 300, 400, 500, 600, and

700 series airplanes was published in

the Federal Register on August 6, 1996

(61 FR 40760). That action proposed to

require repetitive x-ray inspections to

detect cracks of stringers 4 through 7,

inclusive, at certain wing stations of the

lower skin of the wings; and

modification or repair, if necessary.

That action also proposed to require

modification of certain stringers of the

lower skin of the wings, which, when

accomplished, would constitute

terminating action for the repetitive

inspection requirements.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Support for the Proposal

One commenter supports the

proposed AD.

Request to Extend Proposed

Compliance Time

One commenter requests that the

proposal be revised to extend the

compliance time for the initial x-ray

inspection (Part 2 of the Fokker Service

Bulletin F27/57–70)) and the

terminating modification (Part 1 of the

Fokker service bulletin) to the next

regularly scheduled ‘‘C’’ check. This

commenter states that the 12-month

compliance time for the inspection

creates unnecessary burdens both

economically and operationally.

However, since the downtime for

accomplishing the terminating action
8160 Federal Register / Vol. 62, No. 36 / Monday, February 24, 1997 / Rules and Regulations

would be a minimum of 6 days (dictated

by the number of maintenance

personnel who can work on this area at

one time), the commenter considers that

it would be more feasible to allow both

the inspection and terminating action to

be accomplished during that one time.

A convenient time for this to take place

would be during a ‘‘C’’ check inspection

or equivalent.

The FAA acknowledges this

commenter’s request, but finds that

clarification of the intent of the

compliance time is necessary, based on

the commenter’s apparent

misinterpretation of it.

Paragraph (a) of the AD is meant to

require that the initial inspection be

performed at the later of either:

—paragraph (a)(1)—prior to the

accumulation of 30,000 total flight

cycles; or

—paragraph (a)(2)—within 2,000

flight cycles or 12 months after the

effective date of the AD, whichever is

earlier.

The 2,000-cycle/12-month

compliance time provided by paragraph

(a)(2) is meant to serve as a ‘‘grace

period’’ if an affected airplane has

already accumulated nearly or more

than 30,000 total flight cycles. This

grace period provision eliminates the

situation where an airplane having over

30,000 flight cycles would be in

immediate non-compliance with the

AD. For those airplanes then, the

inspection must be accomplished either

within 2,000 flight cycles after the

effective date of the AD or within 12-

months after the effective date,

whichever occurs first.

As for the terminating modification,

paragraph (d) requires that it be

installed on all airplanes prior to the

accumulation of 30,000 total flight

cycles, or within 30 months after the

effective date of this AD, whichever

occurs later. Again, this paragraph

provides a grace period of 30 months for

airplanes that are nearly approaching or

have exceeded 30,000 total flight cycles.

In looking at the AD as a whole,

operators should note that the

inspection specified in paragraph (a)

actually is meant to be an ‘‘optional’’

interim action that can be accomplished

on higher-time airplanes prior to

accomplishing the terminating

modification, if time and schedules

dictate. For example, a higher time

airplane meeting the utilization criteria

relevant to paragraph (a)(2) could be

initially inspected within 12 months

and, if no cracking was found during

any inspection, need not be modified in

accordance with paragraph (d) for

another 18 months (totaling 30 months

after the effective date of the AD). On

the other hand, that airplane instead

could be modified prior to the 12-month

period and, therefore, need not be

inspected in accordance with paragraph

(a) at all.

For very low-time airplanes, as long

as the terminating modification is

accomplished prior to the accumulation

of 30,000 flight cycles, the inspection

specified in paragraph (a) need not be

performed.

In light of this explanation, the FAA

does not consider that any change to the

compliance times, based on the

commenters request, is necessary.

Further, the FAA does not concur

with the commenter’s suggestion to state

compliance times in terms of

maintenance checks (i.e., ‘‘C’’ checks),

since the intervals for those checks may

vary greatly from operator to operator.

Based on the data available concerning

fatigue cracking in the subject areas, the

FAA finds that the compliance time

intervals, as proposed, are appropriate.

Under the provisions of paragraph (e) of

this final rule, however, operators may

request approval of adjustments of the

compliance time, provided that

sufficient data are presented to the FAA

to justify the request.

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 34 Fokker

Model F27 Mark 100, 200, 300, 400,

500, 600, and 700 series airplanes of

U.S. registry will be affected by this AD.

It will take approximately 16 work

hours per airplane to accomplish the

required inspection, at an average labor

rate of $60 per work hour. Based on

these figures, the cost impact of the

inspection required by this AD on U.S.

operators is estimated to be $32,640, or

$960 per airplane, per inspection cycle.

It will take approximately 400 work

hours per airplane to accomplish the

required modification, at an average

labor rate of $60 per work hour.

Required parts will cost approximately

$1,365 per airplane. Based on these

figures, the cost impact of the

modification required by this AD on

U.S. operators is estimated to be

$862,410, or $25,365 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:

97–04–18 Fokker: Amendment 39–9943.

Docket 96-NM–142-AD.

Applicability: All Model F27 Mark 100,

200, 300, 400, 500, 600, and 700 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

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
Federal Register / Vol. 62, No. 36 / Monday, February 24, 1997 / Rules and Regulations 8161

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 fatigue-related cracking of

stringers of the lower skin of the wings,

which could result in reduced structural

integrity of the wing, accomplish the

following:

(a) Perform an x-ray inspection to detect

cracks in stringers 4 through 7, inclusive, at

wing stations 11260, 11860, 12660, and

13460 of the lower skin of the wings, in

accordance with Part 2 of the

Accomplishment Instructions of Fokker

Service Bulletin F27/57–70, May 17 ,1993, at

the later of the times specified in paragraphs

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

(1) Prior to the accumulation of 30,000

total flight cycles; or

(2) Within the next 2,000 flight cycles, or

within 12 months after the effective date of

this AD, whichever occurs first.

(b) If no crack is detected during any

inspection required by paragraph (a) of this

AD, repeat the inspection thereafter at

intervals not to exceed 4,000 flight cycles.

(c) If any crack is detected during any

inspection required by this AD, prior to

further flight, accomplish either paragraph

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

(1) Modify the stringers 4 through 7,

inclusive, at wing stations 11260, 11860,

12660, and 13460 of the lower skin of the

wings, in accordance with Part 1 of the

Accomplishment Instructions of Fokker

Service Bulletin F27/57–70, dated May 17,

1993. After accomplishment of the

modification, no further action is required by

this AD.

(2) Repair the crack in accordance with

Part 3 of the Accomplishment Instructions of

Fokker Service Bulletin F27/57–70, dated

May 17, 1993. Within the next 2,000 flight

cycles or 1 year following accomplishment of

the repair, whichever occurs first, modify the

stringers 4 through 7, inclusive, at wing

stations 11260, 11860, 12660, and 13460 of

the lower skin of the wings, in accordance

with Part 1 of the Accomplishment

Instructions of the service bulletin. After

accomplishment of the modification, no

further action is required by this AD.

(d) Prior to the accumulation of 30,000

flight cycles, or within 30 months after the

effective date of this AD, whichever occurs

later, modify the stringers 4 through 7,

inclusive, at wing stations 11260, 11860,

12660, and 13460 of the lower skin of the

wings, in accordance with Part 1 of the

Accomplishment Instructions of Fokker

Service Bulletin F27/57–70, dated May 17,

1993. Accomplishment of the modification

constitutes terminating action for the

requirements of this AD.

(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,

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.

(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 airplane to

a location where the requirements of this AD

can be accomplished.

(g) The actions shall be done in accordance

with Fokker Service Bulletin F27/57–70,

dated May 17, 1993. 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 Fokker Aircraft USA, Inc.,

1199 North Fairfax Street, Alexandria,

Virginia 22314. 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.

(h) This amendment becomes effective on

March 31, 1997.

Issued in Renton, Washington, on February

13, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–4199 Filed 2–21–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–236–AD; Amendment

39–9944; AD 97–04–19]

RIN 2120–AA64

Airworthiness Directives; Saab Model

SAAB 2000 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Saab Model SAAB

2000 series airplanes, that requires a

visual inspection to determine if rudder

disconnection has occurred, and

replacement of the disconnect unit with

a new disconnect unit, if necessary.

This amendment is prompted by reports

that, due to the existing design, the

disconnect unit of the rudder

disconnect system inadvertently opened

on some airplanes. The actions specified

by this AD are intended to prevent the

disconnect unit from opening

inadvertently, which could lead to

inadequate rudder control, if the engine

fails during take-off or go-around and if

the airplane is at low speed.

DATES: Effective March 31, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 31,

1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from SAAB Aircraft AB, SAAB Aircraft

Product Support, S–581.88, Linko ̈ping,

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

(206) 227–1721; 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 certain Saab Model

SAAB 2000 series airplanes was

published in the Federal Register on

December 12, 1996 (61 FR 65369). That

action proposed to require a visual

inspection to determine if rudder

disconnection has occurred, and, if so,

the immediate replacement of the

disconnect unit with a new unit.

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 3 Saab Model

SAAB 2000 series airplanes of U.S.

registry will be affected by this AD, that

it will take approximately 7 work hours

per airplane to accomplish the required

actions, and that the average labor rate

is $60 per work hour. Required parts

will be provided by the manufacturer at

no cost to operators. Based on these

figures, the cost impact of the AD on

U.S. operators is estimated to be $1,260,

or $420 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