Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77259

into consideration the positioning of

flight attendants throughout the main

passenger compartment during various

phases of flight.

11. The crew rest compartment must

be designed such that fires within the

compartment can be controlled without

a crewmember having to enter the

compartment, or the design of the access

provisions must allow crewmembers

equipped for firefighting to have

unrestricted access to the compartment.

The time for a crewmember on the main

deck to react to the fire alarm, to don the

fire fighting equipment, and to gain

access must not exceed the time for the

compartment to become smoke-filled,

making it difficult to locate the fire

source.

12. There must be a means provided

to exclude hazardous quantities of

smoke or extinguishing agent

originating in the crew rest

compartment from entering any other

compartment occupied by crewmembers

or passengers. The means must include

the time periods during the evacuation

of the crew rest compartment and, if

applicable, when accessing the crew rest

compartment to manually fight a fire.

Smoke entering any other compartment

occupied by crewmembers or

passengers must dissipate within 5

minutes after closing the access to the

crew rest compartment. Flight tests

must be conducted to show compliance

with this requirement.

13. There must be a supplemental

oxygen system equivalent to that

provided for main deck passengers for

each seat and berth in the crew rest

compartment. The system must provide:

(a) An aural and visual warning to the

occupants of the crew rest compartment

to don oxygen masks in the event of

decompression; and

(b) A decompression warning that

activates before the cabin pressure

altitude exceeds 15,000 feet. The

warning must sound continuously until

a reset pushbutton in the crew rest

compartment is depressed.

14. The following requirements apply

to a crew rest compartment that is

divided into several sections by the

installation of curtains or partitions:

(a) To compensate for sleeping

occupants, there must be an aural alert

that can be heard in each section of the

crew rest compartment that

accompanies automatic presentation of

supplemental oxygen masks. Two

supplemental oxygen masks are

required in each section whether or not

seats or berths are installed in each

section. There must also be a means by

which the oxygen masks can be

manually deployed from the flight deck.

(b) A placard is required adjacent to

each curtain that visually divides or

separates, for privacy purposes, the

overhead crew rest compartment into

small sections. The placard must require

that the curtain(s) remain open when

the private section it creates is

unoccupied. The vestibule section

adjacent to the stairway is not

considered a private area and, therefore,

does not require a placard.

(c) For each crew rest section created

by the installation of a curtain, the

following requirements of these special

conditions must be met with the curtain

open or closed:

(1) No smoking placard (special

condition no. 1),

(2) Emergency illumination (special

condition no. 5),

(3) Emergency alarm system (special

condition no. 7),

(4) Seat belt fasten signal (special

condition no. 8), and

(5) The smoke or fire detection system

(special conditions no.’s 10, 11, and 12).

(d) Overhead crew rest compartments

visually divided to the extent that

evacuation could be affected must have

exit signs that direct occupants to the

primary stairway exit. The exit signs

must be provided in each separate

section of the crew rest compartment,

and must meet the requirements of

§ 25.812(b)(1)(i).

(e) For sections within an overhead

crew rest compartment that are created

by the installation of a rigid partition

with a door physically separating the

sections, the following requirements of

these special conditions must be met

with the door open or closed:

(1) There must be a secondary

evacuation route from each section to

the main deck, or alternatively, it must

be shown that any door between the

sections has been designed to preclude

anyone from being trapped inside the

compartment.

(2) Any door between the sections

must be shown to be openable when

crowded against, even when crowding

occurs at each side of the door.

(3) There may be no more than one

door between any seat or berth and the

primary stairway exit.

(4) There must be exit signs in each

section meeting the requirements of

§ 25.812(b)(1)(i) that direct occupants to

the primary stairway exit.

(f) For each smaller section within the

main crew rest compartment created by

the installation of a partition with a

door, the following requirements of

these special conditions must be met

with the door open or closed:

(1) No smoking placards (special

condition no. 1),

(2) Emergency illumination (special

condition no. 5),

(3) Two-way voice communication

(special condition no. 6),

(4) Emergency alarm system (special

condition no. 7),

(5) Seat belt fasten signal (special

condition no. 8),

(6) Emergency fire fighting and

protective equipment (special condition

no. 9), and

(7) Smoke or fire detection system

(special conditions no.’s 10, 11, and 12).

15. The requirements of two-way

voice communication with the flight

deck and provisions for emergency

firefighting and protective equipment

are not applicable to lavatories or other

small areas that are not intended to be

occupied for extended periods of time.

16. Where a waste disposal receptacle

is fitted, it must be equipped with an

automatic fire extinguisher that meets

the performance requirements of

§ 25.854(b).

17. Materials (including finishes or

decorative surfaces applied to the

materials) must comply with the

flammability requirements of

§ 25.853(a), as amended by Amendment

25–83. Mattresses must comply with the

flammability requirements of

§ 25.853(c), as amended by Amendment

25–83.

Issued in Renton, Washington on

December 1, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service,

ANM–100.

[FR Doc. 00–31478 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–NM–03–AD; Amendment

39–12032; AD 2000–24–25]

RIN 2120–AA64

Airworthiness Directives; Raytheon

Model Hawker 800A (U–125A) and

Hawker 800XP Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Raytheon Model

Hawker 800A (U–125A) and Hawker

800XP series airplanes, that requires

inspecting the roller clearance in the

nose landing gear drag stay and making

77260 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

any necessary adjustments. This

amendment is prompted by reports

indicating multiple findings of roller

clearances that are in excess of

specifications. The actions specified by

this AD are intended to prevent the

inability to extend the nose landing

gear, which could result in damage to

the airplane upon landing.

DATES: Effective January 16, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of January 16,

2001.

ADDRESSES: The service information

referenced in this AD may be obtained

from Raytheon Aircraft Company, 9709

East Central, Wichita, Kansas 67206.

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 FAA,

Wichita Aircraft Certification Office,

1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas; or

at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Paul

C. DeVore, Aerospace Engineer, Systems

and Propulsion Branch, ACE–116W,

FAA, Wichita Aircraft Certification

Office, 1801 Airport Road, Room 100,

Mid-Continent Airport, Wichita, Kansas

67209; telephone (316) 946–4142; fax

(316) 946–4407.

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 Raytheon

Model Hawker 800A (U–125A) and

Hawker 800XP series airplanes was

published in the Federal Register on

August 8, 2000 (65 FR 48402). That

action proposed to require inspecting

the roller clearance in the nose landing

gear drag stay and making any necessary

adjustments.

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

There are approximately 85 airplanes

of the affected design in the worldwide

fleet. The FAA estimates that 50

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

inspection and any necessary

adjustments, and that the average labor

rate is $60 per work hour. Based on

these figures, the cost impact of the AD

on U.S. operators is estimated to be

$21,000, 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

those actions in the future if this AD

were not adopted. The cost impact

figures discussed in AD rulemaking

actions represent only the time

necessary to perform the specific actions

actually required by the AD. These

figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

Regulatory Impact

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.

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:

2000–24–25 Raytheon Aircraft Company:

Amendment 39–12032. Docket 2000–NM–

03–AD.

Applicability: Model Hawker 800XP and

Hawker 800A (U–125A) series airplanes, as

specified in Raytheon Aircraft Service

Bulletin SB 32–3274, dated August 1999;

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 the inability to extend the nose

landing gear due to excessive clearance of the

roller in the drag stay rigging, which could

result in damage to the airplane upon

landing, accomplish the following:

Inspection and Adjustment

(a) Within 50 hours time-in-service after

the effective date of this AD: Remove the

paint from the drag stay arm of the nose

landing gear at its point of contact with the

stop bolt, do a check of the roller clearances,

and make any necessary adjustments, in

accordance with the Accomplishment

Instructions of Raytheon Aircraft Service

Bulletin SB 32–3274, dated August 1999.

(b) Airplanes which have had the 600-hour

inspection specified in the Aircraft

Maintenance Manual before the effective date

of this AD or which will have the 600-hour

inspection within 50 hours time-in-service

after the effective date of this AD are

considered to be in compliance with

paragraph (a) of this AD.

Alternative Methods of Compliance

(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, Wichita

Aircraft Certification Office (ACO), FAA.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Wichita ACO.

Note 2: Information concerning the

existence of approved alternative methods of

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: