Federal Register / Vol. 62, No. 49 / Thursday, March 13, 1997 / Rules and Regulations 11763

(i) 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, Seattle

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Seattle ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(j) 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.

(k) The actions shall be done in accordance

with Boeing Service Bulletin 757–54–0031,

Revision 2, dated December 19, 1996. This

incorporation by reference was approved by

the Director of the Federal Register in

accordance with 5 U.S.C. 552(a) and CFR part

51. Copies may be obtained from Boeing

Commercial Airplane Group, P.O. Box 3707,

Seattle, Washington 98124–2207. 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.

(l) This amendment becomes effective on

March 28, 1997.

Issued in Renton, Washington, on March 5,

1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–6086 Filed 3–12–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 92–CE–25–AD; Amendment 39–

9962; AD 97–06–05]

RIN 2120–AA64

Airworthiness Directives; Avions

Pierre Robin Model R2160 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to Avions Pierre Robin Model

R2160 airplanes. This action requires

repetitively inspecting the weld area

between the strut and the lower plate of

the nose landing gear leg for cracks, and

replacing the strut when cracks are

found. The AD is the result of several

reports of cracks in the weld securing

the nose wheel steering bottom bracket

to the nose landing gear leg on the

affected airplanes. The actions specified

by this AD are intended to prevent nose

landing gear failure caused by cracks in

the weld area between the strut and the

lower plate of the nose landing gear leg,

which could result in loss of control of

the airplane during landing operations.

DATES: Effective May 16, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 16,

1997.

ADDRESSES: Service information that

applies to this AD may be obtained from

Avions Pierre Robin, 1, Route de Troyes,

21121 Darois France; telephone: 80 35

61 01; facsimile: 80 35 60 80. This

information may also be examined at

the Federal Aviation Administration

(FAA), Central Region, Office of the

Assistant Chief Counsel, Attention:

Rules Docket No. 92–CE–25–AD, Room

1558, 601 E. 12th Street, 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: Mr.

Greg Holt, Program Manager, Brussels

Aircraft Certification Division, FAA,

Europe, Africa, and Middle East Office,

c/o American Embassy, B–1000

Brussels, Belgium; telephone (32 2)

513.2692; facsimile (32 2) 230.6899; or

Mr. Roman T. Gabrys, Project Officer,

Small Airplane Directorate, Aircraft

Certification Office, FAA, 1201 Walnut,

suite 900, Kansas City, Missouri 64106;

telephone (816) 426–6934; facsimile

(816) 426–2169.

SUPPLEMENTARY INFORMATION:

Events Leading to the Issuance of This

AD

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to include an AD that would

apply to Avions Pierre Robin Model

R2160 airplanes was published in the

Federal Register as a notice of proposed

rulemaking (NPRM) on November 13,

1996 (61 FR 58145). The NPRM

proposed to require repetitively

inspecting the weld area between the

strut and the lower plate of the nose

landing gear leg for cracks, and

replacing the strut when cracks are

found. Accomplishment of the proposed

inspections as specified in the NPRM

would be in accordance with Avions

Pierre Robin Service Bulletin (SB) No.

101, Revision 3, dated March 5, 1992.

The NPRM resulted from several

reports of cracks in the weld securing

the nose wheel steering bottom bracket

to the nose landing gear leg on the

affected airplanes.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposed AD or the FAA’s

determination of the cost to the public.

The FAA’s Determination

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed except for minor

editorial corrections. The FAA has

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.

Differences Between This AD, Service

Bulletin, and DGAC AD

Both Avions Pierre Robin SB No. 101,

Revision 3, dated March 5, 1992, and

DGAC AD 83–206(A)R3, dated March

18, 1992, specify repetitive inspection

intervals of 25 hours time-in-service if a

crack in the weld area is found that is

within a certain limit. The limit is ‘‘if

the crack runs along the circumference

and is less than 15 mm long max. or/and

radial crack is less than 8 mm max.’’

This AD does not allow continued flight

if any crack is found. FAA policy is to

disallow airplane operation when

known cracks exist in primary structure,

unless the abililty to sustain ultimate

load with these cracks is proven. The

nose landing gear leg is considered

primary structure, and the FAA has not

received any analysis to prove that

ultimate load can be sustained with

cracks in this area.

Cost Impact

The FAA estimates that 10 airplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

1 workhour per airplane to accomplish

the initial inspection, and that the

average labor rate is approximately $60

an hour. Based on these figures, the total

cost impact of the AD on U.S. operators

is estimated to be $600. This figure does

not take into account the number of

repetitive inspections each airplane

owner/operator will incur over the life

of the airplane, or the number of

airplanes that could have cracked weld

areas and would need the strut replaced.

The FAA has no way of determining the

number of repetitive inspections each

owner/operator would incur over the

life of the airplane or the number of

nose landing gear leg struts that could

need to be replaced because of cracks in

the weld area.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the
11764 Federal Register / Vol. 62, No. 49 / Thursday, March 13, 1997 / Rules and Regulations

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 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, 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 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding a new airworthiness directive

(AD) to read as follows:

97–06–05 Avions Pierre Robin:

Amendment 39–9962; Docket No. 92–

CE–25–AD.

Applicability: Model R2160 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 initially within the

next 100 hours time-in-service (TIS) after the

effective date of this AD, unless already

accomplished, and thereafter as follows, as

applicable:

1. If the width of the lower plate of the

bottom bracket of the nose landing gear leg

is 84 millimeters: at intervals not to exceed

500 hours TIS; or

2. If the width of the lower plate of the

bottom bracket of the nose landing gear leg

is less than 84 millimeters: at intervals not

to exceed 100 hours TIS.

To prevent nose landing gear failure

caused by cracks in the weld area between

the strut and the lower plate of the nose

landing gear leg, which could result in loss

of control of the airplane during landing

operations, accomplish the following:

(a) Inspect, using dye penetrant methods,

the weld area between the strut and the lower

plate of the nose landing gear leg for cracks

in accordance with Avions Pierre Robin

Service Bulletin (SB) No. 101, Revision 3,

dated March 5, 1992.

(b) If any crack is found during any

inspection required by this AD, prior to

further flight, replace the strut with a new or

serviceable strut.

(1) If the replacement strut is not new,

prior to further flight after installing the strut,

accomplish the inspection specified in

paragraph (a) of this AD.

(2) Replacing the strut with a new or

serviceable strut does not eliminate the

repetitive inspection requirement of this AD.

(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. 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.

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.

(e) The inspection required by this AD

shall be done in accordance with Avions

Pierre Robin Service Bulletin No. 101,

Revision 3, dated March 5, 1992. 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 Avions

Pierre Robin, 1, Route de Troyes, 21121

Darois France. Copies may be inspected at

the FAA, Central Region, Office of the

Assistant Chief Counsel, Room 1558, 601 E.

12th Street, Kansas City, Missouri, or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(f) This amendment (39–9962) becomes

effective on May 16, 1997.

Issued in Kansas City, Missouri, on March

6, 1997.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 97–6256 Filed 3–12–97; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 96–CE–11–AD; Amendment 39–

9963; AD 97–06–06]

RIN 2120–AA64

Airworthiness Directives; Raytheon

Aircraft Company (Formerly Beech

Aircraft Corporation) 90, 99, 100, 200,

and 1900 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

AD 92–27–10, which currently requires

inspecting the pilot and copilot chairs to

ensure that the locking pins will fully

engage in the seat tracks on certain

Raytheon Aircraft Company (Raytheon)

90, 99, 100, 200, and 1900 series

airplanes (formerly referred to as Beech

90, 99, 100, 200, and 1900 series

airplanes), and modifying any chair

where the locking pin fails to fully

engage or is misaligned. AD 92–27–10

resulted from reports of pilot and

copilot chair locking pin malfunctions.

Since issuance of that AD, the Federal

Aviation Administration (FAA) has

determined that additional airplanes

should be subject to the pilot and

copilot chair locking pin inspection and

possible modification, and that the

inspection should be accomplished in

accordance with revised procedures.

This AD retains the inspection and

possible modification requirements of

AD 92–27–10; incorporates additional

airplanes into the applicability over that

included in AD 92–27–10; and requires

the inspection in accordance with

revised service information. The actions

specified by this AD are intended to

prevent inadvertent movement of the

pilot or copilot chair, which could

result in loss of control of the airplane

if it occurs during a critical flight

maneuver.

DATES: Effective May 9, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 9,

1997.