9390 Federal Register / Vol. 62, No. 41 / Monday, March 3, 1997 / Proposed Rules

(a) For non-military airplanes: Prior to the

accumulation of 17,000 total landings,

accomplish the actions specified in

paragraphs (a)(1), (a)(2), and (a)(3) of this AD:

(1) Remove all parts and other items in the

area of the center wing-to-fuselage

attachment fitting, in accordance with

Paragraph 2.B. (‘‘Removal’’) of the

Accomplishment Instructions of CASA

Service Bulletin SB–235–53–20, Revision 2,

dated June 9, 1994.

(2) After all parts and other items have

been removed in accordance with paragraph

(a)(1) of this AD, conduct a visual inspection,

using a magnifier of at least 10x magnitude,

to detect fatigue cracking in this area (ref:

Figure 1, Sheet 1, of the service bulletin). If

any cracking is detected, prior to further

flight and prior to installing the reinforcing

plate in accordance with paragraph (a)(3) of

this AD, repair in a manner approved by the

Manager, Standardization Branch, ANM–113,

FAA, Transport Airplane

Directorate.

(3) Install a reinforcing plate having CASA

part number (P/N) 35–25010–0101 in the

attachment area of the center wing-tofuselage attachment fitting, in accordance

with the service bulletin.

(b) For military airplanes: Prior to the

accumulation of 15,000 total landings,

accomplish the actions specified in

paragraphs (b)(1), (b)(2), and (b)(3) of this AD:

(1) Remove all parts and other items in the

area of the center wing-to-fuselage

attachment fitting, in accordance with

Paragraph 2.B. (‘‘Removal’’) of the

Accomplishment Instructions of CASA

Service Bulletin SB–235–53–20M, Revision

1, dated November 27, 1995.

(2) After all parts and other items have

been removed in accordance with paragraph

(b)(1) of this AD, conduct a visual inspection,

using a magnifier of at least 10x magnitude,

to detect fatigue cracking in this area (ref:

Figure 1, Sheet 1, of the service bulletin). If

any cracking is detected, prior to further

flight and prior to installing the reinforcing

plate in accordance with paragraph (b)(3) of

this AD, repair in a manner approved by the

Manager, Standardization Branch, ANM–113,

FAA.

(3) Install a reinforcing plate having CASA

part number (P/N) 35–25010–0101 in the

attachment area of the center wing-tofuselage attachment fitting, in accordance

with the service bulletin.

(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,

Standardization Branch, ANM–113.

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, FAA, Transport Airplane

Directorate.

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.

(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.

Issued in Renton, Washington, on February

25, 1997.

James V. Devany,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–5160 Filed 2–28–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–CE–24–AD]

RIN 2120–AA64

Airworthiness Directives; Pilatus

Britten-Norman Ltd. BN–2A and BN–2A

Mk 111 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes to

supersede Airworthiness Directive (AD)

75–24–07 R1, which currently requires

repetitively inspecting the left-hand

(LH) rudder bar assembly for cracks and

loose fasteners on certain Pilatus

Britten-Norman Ltd. BN–2A and BN–2A

Mk 111 series airplanes, and replacing

any cracked part. The Federal Aviation

Administration’s policy on aging

commuter-class aircraft is to eliminate

certain repetitive short-interval

inspections when improved parts or

modifications are available. The

proposed action would require

inspecting the LH rudder bar assembly,

determining the wall thickness of the

slider tube unit, modifying the rudder

bar assembly by replacing the LH slider

tube with a new strengthened slider

tube unit as terminating action for the

repetitive inspections that are currently

required by AD 75–24–07 R1. The

actions specified in the proposed AD are

intended to prevent failure of the pilot’s

rudder bar assembly, which, if not

detected and corrected, could result in

loss of control of the airplane.

DATES: Comments must be received on

or before May 5, 1997.

ADDRESSES: Submit comments on the

proposal in triplicate to the Federal

Aviation Administration (FAA), Central

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

96-CE–24-AD, Room 1558, 601 E. 12th

Street, Kansas City, Missouri 64106.

Comments may be inspected at this

location between 8 a.m. and 4 p.m.,

Monday through Friday, holidays

excepted.

Service information that applies to the

proposed AD may be obtained from

Pilatus Britten-Norman Ltd., Bembridge,

Isle of Wight, United Kingdom PO35

5PR; telephone 44–1983 872511;

facsimile 44–1983 873246. This

information also may be examined at

the Rules Docket at the address above.

FOR FURTHER INFORMATION CONTACT: Mr.

Tom Rodriguez, Program Officer,

Brussels Aircraft Certification Division,

FAA, Europe, Africa, and Middle East

Office, c/o American Embassy, B–1000

Brussels, Belgium; telephone (322)

508.2715; facsimile (322) 230.6899; or

Mr. S. M. Nagarajan, Project Officer,

Small Airplane Directorate, Aircraft

Certification Service, FAA, 1201

Walnut, suite 900, Kansas City, Missouri

64106; telephone (816) 426–6932;

facsimile (816) 426–2169.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications

should identify the Rules Docket

number and be submitted in triplicate to

the address specified above. All

communications received on or before

the closing date for comments, specified

above, will be considered before taking

action on the proposed rule. The

proposals contained in this notice may

be changed in light of the comments

received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. 96-CE–24-AD.’’ The postcard

will be date stamped and returned to the

commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Central Region, Office of the

Assistant Chief Counsel, Attention:

Rules Docket No. 96-CE–24-AD, Room

1558, 601 E. 12th Street, Kansas City,

Missouri 64106.
Federal Register / Vol. 62, No. 41 / Monday, March 3, 1997 / Proposed Rules 9391

Discussion

The FAA has determined that reliance

on critical repetitive inspections on

aging commuter-class airplanes carries

an unnecessary safety risk when a

design change exists that could

eliminate or, in certain instances,

reduce the number of those critical

inspections. In determining what

inspections are critical, the FAA

considers (1) the safety consequences if

the known problem is not detected

during the inspection; (2) the

probability of the problem not being

detected during the inspection; (3)

whether the inspection area is difficult

to access; and (4) the possibility of

damage to an adjacent structure as a

result of the problem.

These factors have led the FAA to

establish an aging commuter-class

aircraft policy that requires

incorporating a known design change

when the change could replace a critical

repetitive inspection. With this policy

in mind, the FAA recently conducted a

review of existing ADs that apply to

certain Pilatus Britten-Norman Ltd.

(PBN) BN–2A and BN–2A Mk 111 series

airplanes. Assisting the FAA in this

review were (1) Pilatus Britten-Norman

Ltd.; (2) the Regional Airlines

Association (RAA); (3) the Civil

Aviation Authority of the United

Kingdom; and, (4) several operators of

the affected airplanes.

From this review, the FAA has

identified Airworthiness Directive 75–

24–07 R1, Amendment 39–4571, as one

that should be superseded with a new

AD that would require a modification

eliminating the need for short-interval

and critical repetitive inspections. AD

75–24–07 R1 currently requires

repetitively inspecting the LH rudder

bar assembly for cracks and loose

fasteners on certain PBN BN–2A and

BN–2A Mk 111 series airplanes, and

replacing any cracked part.

Related Service Information

Pilatus Britten-Norman, Ltd. has

issued Service Bulletin (SB) No. BN–

2/SB. 111, Issue: 1, dated October 25,

1977 and SB BN–2/SB.56, Issue 2, dated

February 13, 1978 which specifies

procedures for installing Modification

NB/M/948 which is a new, strengthened

LH slider tube unit that does not require

the repetitive inspection of AD 75–24–

07 R1.

FAA’s Determination

Based on its aging commuter-class

aircraft policy and after reviewing all

available information, the FAA has

determined that AD action should be

taken to eliminate the repetitive shortinterval inspections required by AD 75–

24–07 R1, Amendment 39–4571, and to

prevent failure of the LH rudder bar

assembly, which, if not detected and

corrected, could result in loss of control

of the airplane.

Explanation of the Provisions of the

Proposed AD

Since an unsafe condition has been

identified that is likely to exist or

develop in other PBN BN–2A and BN–

2A Mk 111 series airplanes of the same

type design, the proposed AD would

supersede AD 75–24–07 R1 with a new

AD that would require:

(1) Inspecting for cracks in the LH

rudder bar assembly using a dye

penetrant method, and measuring the

thickness of the slider tube to determine

the applicability of the proposed action,

either .056-inch (17 gauge) or .036-inch

(20 gauge),

(2) Repetitively inspecting for cracks

until the accumulation of a determined

number of landings, then accomplishing

Modification NB/M/948 by installing a

new, strengthened central piller/slider

tube assembly, part number (P/N) NB–

45–A1–2975, and

(3) If cracks are found during any

inspection, prior to further flight,

accomplish Modification NB/M/948 by

installing P/N NB–45–A1–2975.

The proposed actions would be

accomplished in accordance with

Pilatus SB No. BN–2/SB. 111, Issue: 1,

dated October 25, 1977, and Pilatus SB

No. BN–2/SB.56, Issue 2, dated

February 13, 1978.

Proposed Compliance Time

For airplanes equipped with the

thinner (20 gauge) slider tubes, the

proposed AD would require

accomplishing the modification upon

the total accumulation of 2,500

landings, or within the next 500

landings after the effective date of the

proposed action, whichever occurs later;

and for airplanes equipped with the

thicker (17 gauge) slider tubes, the

proposed AD would require

accomplishing the modification within

the next 500 landings after the effective

date of the proposed action or upon the

total accumulation of 5,000 landings,

whichever occurs later.

Note: If the operator has not recorded the

number of landings, they can be figured by

calculating 3 landings per 1 hour time-inservice.

Cost Impact

The FAA estimates that 109 airplanes

in the U.S. registry would be affected by

the proposed AD, that it would take

approximately 15 workhours per

airplane to accomplish the proposed

action, and that the average labor rate is

approximately $60 an hour. Parts cost

approximately $560 per airplane. Based

on these figures, the total cost impact of

the proposed AD on U.S. operators is

estimated to be $159,140 or $1,460 per

airplane. The FAA has no way to

determine the number of affected

owners/operators who may have

accomplished the proposed action and

therefore must assume that none of the

affected owners/operators of the affected

airplanes have accomplished the

proposed action.

The Proposed Action’s Impact Utilizing

the FAA’s Aging Commuter Class

Aircraft Policy

The intent of the FAA’s aging

commuter airplane program is to ensure

safe operation of commuter-class

airplanes that are in commercial service

without adversely impacting private

operators. Of the approximately 109

airplanes in the U.S. registry that would

be affected by the proposed AD, the

FAA has determined that approximately

30 percent are operated in scheduled

passenger service by 11 different

operators. A significant number of the

remaining 70 percent are operating in

other forms of air transportation such as

air cargo and air taxi.

The average utilization of the fleet for

those airplanes in commercial

commuter service is approximately 20

to 40 landings per week with

approximately 3 landings per 1 hour TIS

per week. Based on these figures,

operators of commuter-class airplanes

involved in commercial operation

would have to accomplish the proposed

modification within approximately 3 to

5 calendar months after the proposed

AD would become effective. For private

owners, who typically operate their

airplanes between 100 to 200 landings

per year, this would allow 12 to 25 years

before the proposed modification would

be mandatory.

Regulatory Impact

The regulations proposed herein

would 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

proposal would 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
9392 Federal Register / Vol. 62, No. 41 / Monday, March 3, 1997 / Proposed Rules

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, 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 draft

regulatory evaluation prepared for this

action has been placed 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, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 14

CFR part 39 of the Federal Aviation

Regulations as follows:

1. The authority citation for part 39

continues to read as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

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

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing Airworthiness Directive (AD),

75–24–07 R1, Amendment 39–4571, and

by adding a new AD to read as follows:

Pilatus Britten-Norman: Docket No. 96–CE–

24–AD; Supersedes AD 75–24–07 R1,

Amendment 39–4571.

Applicability: BN–2A and BN–2A Mk 111

airplanes (all serial numbers), 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 (d) 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 after

the effective date of this AD, unless already

accomplished. For operators who have not

kept records of the landings of the airplane,

use 3 landings per 1 hour time-in-service

(TIS).

To prevent failure of the left-hand (LH)

rudder bar assembly, which, if not detected

and corrected, could result in loss of control

of the airplane, accomplish the following:

(a) Within the next 500 landings after the

effective date of this AD, inspect the LH

rudder bar unit for cracks (using a dye

penetrant method), and measure the

thickness/gauge of the LH slider tube in

accordance with paragraph 1. of the ACTION

Inspection section of Pilatus Britten-Norman

(PBN) Service Bulletin (SB) No. BN–2/

SB.111, Issue 1, dated October 25, 1977 or

paragraphs 1 through 3 in the ACTION

section of PBN BN–2/SB.56, Issue 2, dated

February 13, 1978.

(1) If no cracks are visible, accomplish the

following in accordance with paragraph 3a.

and 3b. of the ACTION Inspection section of

PBN SB No. BN–2/SB.111, dated October 25,

1977:

(i) For airplanes that have slider tubes with

17 gauge metal (.056-inch thick), continue to

inspect the LH rudder bar assembly for

cracks every 500 landings and,

(ii) Upon the total accumulation of 5,000

landings or within the next 500 landings after

the effective date of this AD, whichever

occurs later, accomplish Modification NB/M/

948 by installing a new, strengthened slider

tube unit, part number (P/N) NB–45-A1–

2975, in accordance with the ACTION

Rectification section of PBN SB BN–2/

SB.111, dated October 25, 1977.

(iii) For airplanes that have slider tubes

with 20 gauge metal (.036-inch) continue to

inspect the LH rudder bar assembly for

cracks every 250 landings and,

(iv) Upon the total accumulation of 2,500

landings or within the next 500 landings after

the effective date of this AD, whichever

occurs later, accomplish Modification NB/M/

948 by installing a new, strengthened slider

tube unit, part number (P/N) NB–45-A1–

2975, in accordance with the ACTION

Rectification section of PBN SB BN–2/

SB.111, dated October 25, 1977.

(2) If cracks are visible during any

inspection required by this AD, prior to

further flight, accomplish Modification NB/

M/948 in accordance with the ACTION

Rectification section of PBN SB BN–2/

SB.111, dated October 25, 1977.

(b) Accomplishing Modification NB/M/948

using P/N NB–45-A1–2975 at any time prior

to the required number of accumulated

landings in paragraphs (a)(1)(ii) and (iv) of

this AD is terminating action for the

repetitive inspections.

(c) 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.

(d) An alternative method of compliance or

adjustment of the initial or repetitive

compliance times that provides an equivalent

level of safety may be approved by the

Manager, Brussels Aircraft Certification

Division, FAA, Europe, Africa, and Middle

East Office, c/o American Embassy, B–1000

Brussels, Belgium; or the Manager, Small

Airplane Directorate, Aircraft Certification

Service, FAA, 1201 Walnut, suite 900,

Kansas City, Missouri 64106. The request

shall be forwarded through an appropriate

FAA Maintenance Inspector, who may add

comments and then send it to the Manager,

Brussels Aircraft Certification Division or the

Manager, Small Airplane Directorate.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Brussels Aircraft

Certification Division or the Small Airplane

Directorate.

(e) All persons affected by this directive

may obtain copies of the document referred

to herein upon request to Pilatus BrittenNorman Ltd., Bembridge, Isle of Wight,

United Kingdom PO35 5PR; telephone 44–

1983 872511; facsimile 44–1983 873246; or

may examine this document at the FAA,

Central Region, Office of the Assistant Chief

Counsel, Room 1558, 601 E. 12th Street,

Kansas City, Missouri 64106.

(f) This amendment supersedes AD 75–24–

07 R1, Amendment 39–4571.

Issued in Kansas City, Missouri, on

February 24, 1997.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 97–5157 Filed 2–28–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 97–AEA–04]

Proposed Establishment of Class E

Airspace; Warren, PA

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking.

SUMMARY: This proposed rule would

establish Class E airspace at Warren, PA.

The development of a new Standard

Instrument Approach Procedure (SIAP),

Helicopter Point In Space Approach,

based on the Global Positioning System

(GPS) and serving Warren General

Hospital Heliport has made this

proposal necessary. The intended effect

of this proposal is to provide adequate

controlled airspace for Instrument Flight

Rules (IFR) operations to the heliport.

The area would be depicted on

aeronautical charts for pilot reference.

DATES: Comments must be received on

or before April 10, 1997.

ADDRESSES: Send comments on the

proposed rule in triplicate to: Manager,

Operations Branch, AEA–530, Docket

No. 97–AEA–04, F.A.A. Eastern Region,

Federal Building #111, John F. Kennedy

Int’l Airport, Jamaica, NY 11430. The

official docket may be examined in the

Office of the Assistant Chief Counsel,

AEA–7, F.A.A. Eastern Region, Federal

Building #111, John F. Kennedy

International Airport, Jamaica, New

York 11430.

An informal docket may also be

examined during normal business hours

in the Operations Branch, AEA–530,

F.A.A. Eastern Region, Federal Building

#111, John F. Kennedy International

Airport, Jamaica, NY 11430.

FOR FURTHER INFORMATION CONTACT: