Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77261

compliance with this AD, if any, may be

obtained from the Wichita ACO.

Special Flight Permits

(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.

Incorporation by Reference

(e) The actions shall be done in accordance

with Raytheon Aircraft Service Bulletin SB

32–3274, dated August 1999. 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, 9709 East

Central, Wichita, Kansas 67206. Copies may

be inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Wichita Aircraft

Certification Office, 1801 Airport Road,

Room 100, Mid-Continent Airport, Wichita,

Kansas; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

Effective Date

(f) This amendment becomes effective on

January 16, 2001.

Issued in Renton, Washington, on

November 29, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–30946 Filed 12–8–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–CE–49–AD; Amendment

39–12030; AD 2000–24–23]

RIN 2120–AA64

Airworthiness Directives; S.N.

CENTRAIR 101 Series Gliders

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain S.N. CENTRAIR 101

series gliders. This AD requires you to

inspect the airbrake control system for

cracks; and if cracks are detected,

replace the airbrake control system. This

AD is the result of mandatory

continuing airworthiness information

(MCAI) issued by the airworthiness

authority for France. The actions

specified in this AD are intended to

detect cracks in the airbrake control

system and replace cracked parts with

parts of improved design. A crack in the

airbrake control system could prevent

the pilot from using the airbrake system.

DATES: This AD becomes effective on

January 27, 2001.

The Director of the Federal Register

approved the incorporation by reference

of certain publications listed in the

regulations as of January 27, 2001.

ADDRESSES: You may get the service

information referenced in this AD from

S.N. CENTRAIR, Aerodome—36300 Le

Blanc, France; telephone:

02.54.37.07.96; facsimile:

02.54.37.48.64. You may examine this

information at the Federal Aviation

Administration (FAA), Central Region,

Office of the Regional Counsel,

Attention: Rules Docket No. 2000–CE–

49–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 Direction Ge ́ne ́rale de l’Aviation

Civile (DGAC), which is the

airworthiness authority for France,

recently told the FAA that an unsafe

condition may exist on certain S.N.

CENTRAIR 101 series gliders. The

DGAC reports that a failure analysis of

the welded parts of airbrake arms

revealed that cracks could occur in

these parts.

What Happens If You Do Not Correct

the Condition?

This condition, if not corrected, could

result in undetected cracks.

Consequently, a crack in the airbrake

control system could prevent the pilot

from using the airbrake system.

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 S.N. CENTRAIR

101 series gliders. This proposal was

published in the Federal Register as a

notice of proposed rulemaking (NPRM)

on September 14, 2000 (65 FR 55466).

The NPRM proposed to require you to

inspect the airbrake control system for

cracks and if cracks are detected,

replace the airbrake control system.

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 Gliders Does This AD

Impact?

We estimate that this AD affects 41

gliders in the U.S. registry.

What Is the Cost Impact of This AD on

Owners/Operators of the Affected

Gliders?

We estimate the following costs to

accomplish the inspection:

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

operators

2 workhours × $60 per hour =

$120.

No parts required for the inspection.$120 per glider ............................. $120 × 41 = $4,920.

We estimate the following costs to accomplish the replacement of the airbrake control system if necessary:

77262 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

Labor cost Parts cost Total cost per glider

2 workhours × $60 per hour = $240 ............................ $100 per glider ............................................................ $340 per glider.

Compliance Time of This AD

Why Is the Compliance Time in

Calendar Time?

The compliance time of this AD is in

calendar time instead of hours time-inservice (TIS). The average monthly use

of the affected gliders ranges throughout

the fleet. For example, one owner may

operate the glider 25 hours TIS in one

week, while another operator may

operate the glider 25 hours TIS in one

year. In order to ensure that all of the

owners/operators of the affected glider

have inspected the airbrake control

system within a reasonable amount of

time, the FAA is utilizing a compliance

time of 60 calendar days after the

effective date of this AD.

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:

2000–24–23 S.N. Centrair: Amendment 39–

12030; Docket No. 2000–CE–49–AD.

(a) What gliders are affected by this AD?

This AD affects Models 101, 101A, 101P, and

101AP gliders, all serial numbers up to but

not including 101A0628, certificated in any

category.

(b) Who must comply with this AD?

Anyone who wishes to operate any of the

above gliders must comply with this AD.

(c) What problem does this AD address?

The actions specified by this AD are intended

to detect cracks in the airbrake control

system and replace cracked parts with parts

of improved design.

(d) What actions must I accomplish to

address this problem? To address this

problem, you must do the following actions:

Actions Compliance times Procedures

(1) Inspect the system for cracks ....................... Within the next 60 calendar days after January 27, 2001 (the effective date of this AD),

and then every 12 calendar months inspection.

Do this action following S.N. CENTRAIR

Service Bulletin No. 101–16, Revision 3,

dated February 2, 1999.

(2) If you detect cracks, replace airbrake control

system.

Before further flight after the inspection .......... Do this action following the S.N. CENTRAIR

maintenance manual.

(i) For gliders equipped with manual aileron

and airbrake control systems, install S.N.

CENTRAIR part number (P/N) $YO57D

or an FAA-approved equivalent part

number.

(ii) For gliders equipped with an automatic

aileron and airbrake control system, install S.N. CENTRAIR P/N $Y818E or an

FAA-approved equivalent part number.

(3) You may stop the repetitive inspection requirement of this AD by replacing the air

brake control system with the applicable part

referenced in this AD.

Before further flight if found cracked as required by paragraph (d)(2) of this AD; or.

At any time if the part is not cracked ..............

Not applicable.

(4) You may not install any airbrake control

system that is not of the applicable part numbers referenced in paragraphs (d)(2)(i) and

(d)(2)(ii) of this AD.

As of January 27, 2001 (the effective date of

this AD).

Not applicable.

(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 glider

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 gliders that have

been modified, altered, or repaired so that the

Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77263

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 glider 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 glider 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

S.N. CENTRAIR Service Bulletin No. 101–16,

Revision 3, dated February 2, 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 S.N. CENTRAIR, Aerodome—36300 Le

Blanc, France. 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 27, 2001.

Note 2: The subject of this AD is addressed

in French AD 1995–261(A) R3, dated January

26, 2000.

Issued in Kansas City, Missouri, on

November 28, 2000.

William J. Timberlake,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 00–30945 Filed 12–8–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–42–AD; Amendment

39–12034; AD 2000–22–51]

RIN 2120–AA64

Airworthiness Directives; Model HH–

1K, TH–1F, TH–1L, UH–1A, UH–1B,

UH–1E, UH–1F, UH–1H, UH–1L, and

UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205,

and SW205A–1 Helicopters

Manufactured by Bell Helicopter

Textron Inc. for the Armed Forces of

the United States

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting superseding Airworthiness

Directive (AD) 2000–22–51, which was

sent previously by individual letters to

all known U.S. owners and operators of

Model HH–1K, TH–1F, TH–1L, UH–1A,

UH–1B, UH–1E, UH–1F, UH–1H, UH–

1L, and UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205,

and SW205A–1 helicopters

manufactured by Bell Helicopter

Textron Inc. (BHTI) for the Armed

Forces of the United States. This AD

requires establishing a retirement life for

certain main rotor masts, creating a

component history card or equivalent

record, and identifying certain masts as

unairworthy. This AD also requires

removing the hub spring, if installed,

and determining whether a main rotor

mast (mast) has ever been installed on

a helicopter while operated with a hub

spring. Conducting certain inspections

based on the retirement index number

(RIN) and on whether the helicopter was

ever operated with a hub spring is also

required. Replacing any mast that has

inadequate radius or a burr in the

damper clamp splined area is also

required. Finally, this AD requires

sending information concerning the

mast to the FAA. This amendment is

prompted by the discovery of a crack in

a mast with a lower RIN value than the

established life limit. This action is

necessary to preclude the occurrence of

a fatigue crack in the damper clamp

splined area of a mast. This condition,

if not corrected, could result in failure

of a mast or main rotor trunnion

(trunnion), separation of the main rotor

system, and subsequent loss of control

of the helicopter.

DATES: Effective December 26, 2000, to

all persons except those persons to

whom it was made immediately

effective by Emergency AD 2000–22–51,

issued on November 2, 2000, which

contained the requirements of this

amendment.

Comments for inclusion in the Rules

Docket must be received on or before

February 9, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 2000–SW–

42–AD, 2601 Meacham Blvd., Room

663, Fort Worth, Texas 76137. You may

also send comments electronically to

the Rules Docket at the following

address: 9–asw–adcomments@faa.gov.

FOR FURTHER INFORMATION CONTACT:

Michael Kohner, Aviation Safety

Engineer, FAA, Rotorcraft Directorate,

Rotorcraft Certification Office, Fort

Worth, Texas 76193–0170, telephone

(817) 222–5447, fax (817) 222–5783.

SUPPLEMENTARY INFORMATION: The FAA

issued Emergency AD 2000–08–53

(Docket No. 2000–SW–08–AD) on April

26, 2000, which superseded AD 89–17–

03, Amendment 39–6251, Docket No.

88–ASW–33 (54 FR 31935, August 3,

1989), which established RIN counting

procedures for the mast assemblies

installed on H–1 series surplus military

helicopters. AD 2000–08–53 also

incorporated life-hour adjustments for

mast hub spring and helicopter usage.

Since issuing AD 2000–08–53, the FAA

has issued AD 2000–15–21, Amendment

39–11854, Docket 2000–SW–01–AD (65

FR 48605, August 9, 2000) to require

removing masts, part number (P/N) 204–

011–450–001 and –005, from service.

The FAA also issued Emergency AD

2000–15–52, Docket No. 2000–SW–28–

AD, on July 25, 2000, for the BHTI

Model 204B, 205A, 205A–1, 205B, and

212 helicopters, which was prompted

by a report of another cracked mast,

similar to the masts installed on H–1

series helicopters. Metallurgical

inspection revealed that the mast

cracked as a result of fatigue in snap

ring groove radii that were smaller than

the 0.020-inch minimum allowable

dimension. Detailed takeoff and lift

event data for the entire life of the mast

confirm that the accumulated RIN count

at the time the fatigue crack was

detected was approximately 68,000

when calculated in accordance with the

RIN counting procedures in effect at the

time of the failure.

U.S. Army Safety of Flight Message

UH–1–10, dated July 19, 2000, required

inspecting masts for a minimum radius

of 0.020 inch or for a burr around the