This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

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REGISTER issue of each week.

Rules and Regulations Federal Register

71235

Vol. 65, No. 231

Thursday, November 30, 2000

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–CE–88–AD; Amendment 39–

12005; AD 2000–23–32]

RIN 2120–AA64

Airworthiness Directives; DG

Flugzeugbau GmbH Models DG–500

Elan Series, DG–500M, and DG–500MB

Sailplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain DG Flugzeugbau

GmbH (DG Flugzeugbau) Models DG–

500 Elan Series, DG–500M, and DG–

500MB sailplanes. This AD requires you

to visually inspect the elevator control

system for proper movement, obtain and

incorporate a repair scheme if improper

movement is found, and modify and

install resin thickened cottonflock

reinforcements to the elevator control

system as a way to increase the stiffness

of the elevator control support stand.

This AD is the result of mandatory

continuing airworthiness information

(MCAI) issued by the airworthiness

authority for the Federal Republic of

Germany. The actions specified by this

AD are intended to detect and correct

improper movement in the elevator

control system and to increase the

stiffness of the elevator control support

stand. Without accomplishing these

actions, the pilot’s capability to use full

elevator control deflection could be

limited, which could require increased

force in moving the elevator control

with a consequent potentially

uncontrolled flight condition.

DATES: This AD becomes effective on

January 13, 2001.

The Director of the Federal Register

approved the incorporation by reference

of certain publications listed in the

regulations as of January 13, 2001.

ADDRESSES: You may get the service

information referenced in this AD from

DG Flugzeugbau GmbH, Postbox 41 20,

D–76646 Bruchsal, Federal Republic of

Germany; telephone: +49 7257–890;

facsimile: +49 7257-8922. You may

examine this information at the Federal

Aviation Administration (FAA), Central

Region, Office of the Regional Counsel,

Attention: Rules Docket No. 99–CE–88–

AD, 901 Locust, Room 506, 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 Kiesov, Aerospace Engineer, FAA,

Small Airplane Directorate, 901 Locust,

Room 301, Kansas City, Missouri 64106;

telephone: (816) 329–4144; facsimile:

(816) 329–4090.

SUPPLEMENTARY INFORMATION:

Discussion

What Events Have Caused This AD?

The Luftfahrt-Bundesamt (LBA),

which is the airworthiness authority for

the Federal Republic of Germany,

recently notified FAA that an unsafe

condition may exist on certain DG

Flugzeugbau Models DG–500 Elan

Series, DG–500M, and DG–500MB

sailplanes. The LBA reports an incident

where a Model DG–500 sailplane

experienced notably higher elevator

control stiffness during an aerobatic

flight. This situation was the result of

the outer aluminum tube moving and

slipping within the elevator control

support stand.

What Are the Consequences If the

Condition Is Not Corrected?

If the elevator control support stand

permits the outer aluminum tube to

move, the pilot’s capability to use full

elevator control deflection could be

limited, which could require increased

force in moving the elevator control.

This could lead to an uncontrolled flight

condition.

Has FAA Taken Any Action to This

Point?

We issued a proposal to amend part

39 of the Federal Aviation Regulations

(14 CFR part 39) to include an AD that

would apply to certain DG Flugzeugbau

Models DG–500 Elan Series, DG–500M,

and DG–500MB sailplanes. This

proposal was published in the Federal

Register as a notice of proposed

rulemaking (NPRM) on September 21,

2000 (65 FR 57113). The NPRM

proposed to require you to visually

inspect the elevator control system for

proper movement; obtain and

incorporate a repair scheme if improper

movement is found; and modify and

install resin thickened cottonflock

reinforcements to the elevator control

system as a way to increase the stiffness

of the elevator control support stand.

Was the Public Invited To Comment?

Interested persons were 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

What Is FAA’s Final Determination on

This Issue?

After careful review of all available

information related to the subject

presented above, we have determined

that air safety and the public interest

require the adoption of the rule as

proposed except for minor editorial

corrections. We 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

How Many Sailplanes Does This AD

Impact?

We estimate that this AD affects 10

sailplanes in the U.S. registry.

What Is the Cost Impact of This AD on

Owners/Operators of the Affected

Sailplanes?

We estimate the following costs to

accomplish the inspection and

modification:

71236 Federal Register / Vol. 65, No. 231 / Thursday, November 30, 2000 / Rules and Regulations

Labor cost Parts cost Total cost per sailplane Total cost on U.S. sailplane

operators

3 workhours × $60 per hour =

$180.

$25 per sailplane .......................... $180 + $25 = $205 per sailplane $205 × 10 = $2,050.

Compliance Time of This AD

What Is the Compliance Time of This

AD?

The compliance time of this AD is to

accomplish the inspection ‘‘within the

next 30 calendar days after the effective

date of this AD’’ and to accomplish the

modification ‘‘within the next 120 days

after the effective date of this AD.’’

Why Is the Compliance Time Presented

in Calendar Time Instead of Hours

Time-in-Service (TIS)?

We have established the compliance

in calendar time instead of hours timein-service (TIS) because the unsafe

condition described by this AD is not

directly related to sailplane operation.

The chance of this situation occurring is

the same for a sailplane with 10 hours

time-in-service (TIS) as it would be for

a sailplane with 500 hours TIS.

Calendar time for compliance will

assure that the unsafe condition is

addressed on all sailplanes in a

reasonable time period.

Why Are the Compliance Times of the

German AD Different Than the

Compliance Times in This AD?

The German AD requires the

inspection before next flight and the

modification within 45 days of the

effective date of the German AD. We do

not have justification to require the

inspection before next flight. We use

compliance times such as this when we

have identified an urgent safety of flight

situation. We believe that 30 calendar

days will give the owners or operators

of the affected sailplanes enough time to

have the inspection accomplished

without compromising the safety of the

sailplanes.

The 120-calendar day compliance

time for the modification gives the

owners/operators of the affected

sailplanes enough time to adequately

schedule the work to coincide with

other maintenance activities.

Regulatory Impact

Does This AD Impact Various Entities?

The regulations adopted herein will

not have a substantial direct effect 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, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

Does This AD Involve a Significant Rule

or Regulatory Action?

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, under 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. FAA amends § 39.13 by adding a

new AD to read as follows:

2000–23–32 DG Flugzeugbau GMBH:

Amendment 39–12005; Docket No. 99–

CE–88–AD.

(a) What sailplanes are affected by this

AD? This AD affects Models DG–500 Elan

Series, DG–500M, and DG–500MB sailplanes,

all serial numbers up to and including 5E203,

that are certificated in any category.

(b) Who must comply with this AD?

Anyone who wishes to operate any of the

above sailplanes must comply with this AD.

(c) What problem does this AD address?

The actions specified by this AD are intended

to detect and correct improper movement in

the elevator control system and to increase

the stiffness of the elevator control support

stand. Without accomplishing these actions,

the pilot’s capability to use full elevator

control deflection could be limited, which

could require increased force in moving the

elevator control with a consequent

potentially uncontrolled flight condition.

(d) What actions must I accomplish to

address this problem? To address this

problem, you must accomplish the following:

Action Compliance time Procedures

(1) Visually inspect the push rod

guide to ensure that the outer aluminum tube of the guide does not

move.

Within the next 30 days after January 13, 2001 (the

effective date of this AD), and prior to accomplishing the modification required in paragraph

(d)(3) of this AD. The second inspection is not required if the modification is incorporated immediately after the initial inspection.

Follow the inspection procedures in the Instruction

section of DG Flugzeugbau Technical Note (TN)

348/12 (applicable to the model DG–500 Elan

Series) or TN 843/12 (applicable to the models

DG–500M and DG–500MB), both dated October

6, 1999.

(2) If any movement is detected in

the outer aluminum tube as specified in this AD and the referenced

service information, accomplish

the following.

Required prior to further flight after the inspection

when the discrepancy is found.

In accordance with the repair scheme obtained

from the manufacturer.

(i) Obtain a repair scheme from the

manufacturer at the address presented in paragraph (h) of this

AD; and.

(ii) Incorporate this repair scheme

Federal Register / Vol. 65, No. 231 / Thursday, November 30, 2000 / Rules and Regulations 71237

Action Compliance time Procedures

(3) Modify and install resin thickened

cottonflock reinforcements to the

elevator control system as a way

to increase the stiffness of the elevator control support stand.

Within the next 120 days after January 13, 2001

(the effective date of this AD).

Follow the modification procedures in the Working

Instructions No. 1 for TN 348/12 (843/12), dated

September 28, 1999. The instructions are referenced in DG Flugzeugbau Technical Note (TN)

348/12 (applicable to the model DG–500 Elan

Series) or TN 843/12 (applicable to the models

DG–500M and DG–500MB), both dated October

6, 1999.

(e) Can I comply with this AD in any other

way? You may use an alternative method of

compliance or adjust the compliance time if:

(1) Your alternative method of compliance

provides an equivalent level of safety; and

(2) The Manager, Small Airplane

Directorate, approves your alternative.

Submit your request through an FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Small Airplane Directorate.

Note 1: This AD applies to each sailplane

identified in paragraph (a) of this AD,

regardless of whether it has been modified,

altered, or repaired in the area subject to the

requirements of this AD. For sailplanes 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 you have not

eliminated the unsafe condition, specific

actions you propose to address it.

(f) Where can I get information about any

already-approved alternative methods of

compliance? Contact Mike Kiesov, Aerospace

Engineer, FAA, Small Airplane Directorate,

901 Locust, Room 301, Kansas City, Missouri

64106; telephone: (816) 329–4144; facsimile:

(816) 329–4090.

(g) What if I need to fly the sailplane to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your sailplane to a location

where you can accomplish the requirements

of this AD.

(h) Are any service bulletins incorporated

into this AD by reference? Actions required

by this AD must be done in accordance with

DG Flugzeugbau Working Instructions No. 1

for TN 348/12 (843/12), dated September 28,

1999, and DG Flugzeugbau Technical Note

No. 348/12 and 843/12, dated October 6,

1999. The Director of the Federal Register

approved this incorporation by reference

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

can get copies from DG Flugzeugbau, Postbox

41 20, D–76646 Bruchsal, Federal Republic of

Germany. You can look at copies at the FAA,

Central Region, Office of the Regional

Counsel, 901 Locust, Room 506, Kansas City,

Missouri, or at the Office of the Federal

Register, 800 North Capitol Street, NW, suite

700, Washington, DC.

(i) When does this amendment become

effective? This amendment becomes effective

on January 13, 2001.

Note 2: The subject of this AD is addressed

in German AD Number 1999–341, dated

November 18, 1999.

Issued in Kansas City, Missouri, on

November 14, 2000.

James E. Jackson,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 00–29920 Filed 11–29–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–CE–73–AD; Amendment 39–

12006; AD 2000–23–33]

RIN 2120–AA64

Airworthiness Directives; British

Aerospace HP137 Mk1 and Jetstream

Series 200 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to all British Aerospace HP137

Mk1 and Jetstream series 200 airplanes.

This AD requires you to inspect the

vertical stabilizer skin for disbonding,

corrosion, cracks, and loose rivets, and

repair any vertical stabilizer skin where

discrepancies are found. This AD is the

result of mandatory continuing

airworthiness information (MCAI)

issued by the airworthiness authority for

the United Kingdom. The actions

specified by this AD are intended to

prevent failure of the vertical stabilizer

caused by disbonding, corrosion, cracks,

or loose rivets in the stabilizer skin.

Such failure could lead to aircraft

controllability problems.

DATES: This AD becomes effective on

January 12, 2001.

The Director of the Federal Register

approved the incorporation by reference

of certain publications listed in the

regulations as of January 12, 2001.

ADDRESSES: You may get the service

information referenced in this AD from

British Aerospace Regional Aircraft,

Prestwick International Airport,

Ayrshire, KA9 2RW, Scotland;

telephone: (01292) 479888; facsimile:

(01292) 479703. You may examine this

information at the Federal Aviation

Administration (FAA), Central Region,

Office of the Regional Counsel,

Attention: Rules Docket No. 99–CE–73–

AD, 901 Locust, Room 506, 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:

Doug Rudolph, Aerospace Engineer,

FAA, Small Airplane Directorate, 901

Locust, Room 301, Kansas City,

Missouri 64106; telephone: (816) 329–

4059; facsimile: (816) 329–4090.

SUPPLEMENTARY INFORMATION:

Discussion

What Events Have Caused This AD?

The Civil Aviation Authority (CAA),

which is the airworthiness authority for

the United Kingdom, recently notified

the FAA that an unsafe condition may

exist on all British Aerospace HP137

Mk1 and Jetstream series 200 airplanes.

The CAA reports instances of

delamination and corrosion of the

vertical stabilizer skin. Such damage

resulted in cracks around the rivet

holes.

What Are the Consequences If the

Condition Is Not Corrected?

If not detected and corrected, a

damaged vertical stabilizer skin could

lead to failure of the vertical stabilizer

with consequent airplane controllability

problems.

Has FAA Taken Any Action to This

Point?

We issued a proposal to amend part

39 of the Federal Aviation Regulations

(14 CFR part 39) to include an AD that

would apply to all British Aerospace

HP137 Mk1 and Jetstream series 200

airplanes. This proposal was published

in the Federal Register as a notice of

proposed rulemaking (NPRM) on

September 26, 2000 (65 FR 57748). The

NPRM proposed to require you to

inspect the vertical stabilizer skin for

disbonding, corrosion, cracks, and loose