11760 Federal Register / Vol. 62, No. 49 / Thursday, March 13, 1997 / Rules and Regulations

Smaller Enterprise has the meaning

set forth in § 107.710.

* * * * *

3. Section 107.710 is revised to read

as follows:

§ 107.710 Requirement to Finance Smaller

Enterprises.

Your Portfolio must include

Financings to Smaller Enterprises.

(a) Definition of Smaller Enterprise. A

Smaller Enterprise means any small

business concern that:

(1) Together with its Affiliates has a

net worth of not more than $6.0 million

and average net income after Federal

income taxes (excluding any carry-over

losses) for the preceding two years no

greater than $2.0 million; or

(2) Both together with its Affiliates,

and by itself, meets the size standard of

§ 121.201 of this chapter at the time of

Financing for the industry in which it

is then primarily engaged.

(b) Phase 1 of Smaller Enterprise

Financing requirement. At the close of

your first complete fiscal year beginning

on or after April 25, 1994, at least 10

percent of the total dollar amount of the

Financings you extended since April 25,

1994, must have been in Smaller

Enterprises.

(c) Phase 2 of Smaller Enterprise

Financing requirement. At the close of

each of your next fiscal years, at least 20

percent of the total dollar amount of the

Financings you extended since April 25,

1994, must have been invested in

Smaller Enterprises.

(d) Financing a change of ownership

which results in the creation of a

Smaller Enterprises. The Financing of a

change of ownership under § 107.750

which results in the creation of a

Smaller Enterprise qualifies as a Smaller

Enterprise Financing..

(e) Non-compliance with this section.

If you have not reached the required

percentage of Smaller Enterprise

Financings at the end of any fiscal year,

then you must be in compliance by the

end of the following fiscal year.

Aida Alvarez,

Administrator.

[FR Doc. 97–5740 Filed 3–12–97; 8:45 am]

BILLING CODE 8025–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–23–AD; Amendment

39–9961; AD 97–06–04]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 757–200 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 757–

200 series airplanes. This action

requires inspections to detect cracking

on the free edge of the tang, if necessary,

and of the fastener holes in the lower

spar chord; and various follow-on

actions. This action also provides for

optional terminating action for the

requirements of this AD. This

amendment is prompted by a report of

fatigue cracking in the lower spar chord

of two Model 757 series airplanes. The

actions specified in this AD are

intended to detect and correct such

fatigue cracking, which could result in

reduced structural integrity of the

engine strut.

DATES: Effective March 28, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 28,

1997.

Comments for inclusion in the Rules

Docket must be received on or before

May 12, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 97–NM–

23–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

Todd Martin, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington; telephone (206) 227–2781;

fax (206) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

received a report indicating that fatigue

cracking was found in the lower spar

chord on two Boeing Model 757–200

series airplanes powered by Rolls Royce

engines. On one of these airplanes, the

tang of the chord was cracked

completely through. The crack had

propagated approximately five inches

into the vertical flange adjacent to the

side skins. On the other airplane, a 0.3-

inch crack was found in the tang of the

chord. Such fatigue cracking, if not

detected and corrected in a timely

manner, could result in reduced

structural integrity of the engine strut.

An initial analysis conducted by

Boeing revealed that the stiffening

straps, which were installed on the strut

midchords of twelve airplanes during

production, were the primary cause of

the cracks. Consequently, to prevent

cracks in the lower spar chords, the

stiffening straps were removed from the

midchords in accordance with Boeing

Service Bulletin 757–54–0028.

However, results of subsequent analysis

related to the structural reassessment of

the strut structure of the Model 757

revealed that cracks can continue to

occur after removal of the stiffening

straps. The analysis also revealed that

cracks can occur in the same area on

struts that are made without stiffening

straps.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Service Bulletin 757–54–0031,

Revision 2, dated December 19, 1996.

The service bulletin describes

procedures for certain inspections and

follow-on actions, which include the

following:

1. Tang Inspection: The service

bulletin describes procedures for an

eddy current inspection to detect

cracking on the free edge of the tang. For

airplanes on which cracking within

certain limits is found, the service

bulletin describes procedures for

removal of the midchord channels, stopdrilling of the cracking, and installation

of a repair. The service bulletin

recommends that if any cracking is

found that is outside specified limits,

the lower spar chord must be replaced

with a new or serviceable chord;

however, the service bulletin does not

provide procedures for such

replacement.

2. Initial Bolt Hole Inspection: The

service bulletin also describes

procedures for an eddy current

inspection (bolt hole inspection) to

detect cracking of the two fastener holes

in the lower spar chord. For airplanes

on which no cracking is found during
Federal Register / Vol. 62, No. 49 / Thursday, March 13, 1997 / Rules and Regulations 11761

the bolt hole inspection, the service

bulletin describes procedures for

increasing the diameter of the holes by

specified dimensions and installing new

fasteners.

For airplanes on which cracking is

found during this bolt hole inspection,

and that cracking can be removed by

increasing the diameter of the hole, the

service bulletin describes procedures for

increasing the diameter of the hole by

specified dimensions, and installing

new fasteners. For airplanes on which

cracking that is within certain limits is

found, but which cannot be removed by

increasing the diameter of the hole, the

service bulletin describes procedures for

installation of a repair. Additionally, for

airplanes on which cracking that is

outside certain limits is found, the

service bulletin recommends that the

lower spar chord be replaced with a

new or serviceable chord. The service

bulletin does not specify procedures for

such replacement.

3. Repetitive Bolt Hole Inspections:

The service bulletin recommends that a

repetitive bolt hole inspection be

accomplished. (The procedures for these

inspections are the same as those

provided for the first bolt hole

inspection.)

Installation of a repair eliminates the

need for the inspections described

previously.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other Boeing Model 757–200

series airplanes of the same type design,

this AD is being issued to detect and

correct fatigue cracking of the lower

spar chord, and consequent reduced

structural integrity of the engine strut.

This AD requires repetitive eddy

current inspections to detect cracking

on the free edge of the tang; and removal

of the midchord channels, stop-drilling

of cracking, and installation of a repair;

if necessary. For airplanes on which

cracking is found that is outside

specified limits, this AD requires

replacement of the lower spar chord

with a new or serviceable chord.

This AD also requires repetitive eddy

current inspections (bolt hole

inspections) to detect cracking of the

two fastener holes in the lower spar

chord. For airplanes on which no

cracking is found, this AD requires

increasing the diameter of the holes by

specified dimensions, and installing

new fasteners. For airplanes on which

cracking is found that can be removed

by increasing the diameter of the hole,

this AD requires increasing the diameter

of the hole by specified dimensions, and

installing new fasteners. For airplanes

on which cracking is found that is

within certain limits, but which cannot

be removed by increasing the diameter

of the hole, this AD requires installation

of a repair. Additionally, for airplanes

on which cracking that is outside

certain limits is found, this AD requires

replacement of the lower spar chord

with a new or serviceable chord.

Accomplishment of the bolt hole

inspections terminates the eddy current

inspections of the free edge of the tang.

This AD also provides for optional

terminating action, which, if

accomplished, terminates the

requirements of the AD.

Replacement of the lower spar chord,

if necessary, is required to be

accomplished in accordance with a

method approved by the FAA. Other

actions are required to be accomplished

in accordance with the service bulletin

described previously.

Interim Action

This AD is considered to be interim

action. Boeing currently is developing a

Strut Improvement Program for Model

757 series airplanes, which will include

installation of a new midchord

configuration. The FAA may consider

further rulemaking to require

accomplishment of that installation.

Differences Between Service Bulletin

and This AD

Operators should note that, although

the service bulletin referenced in this

AD recommends a ‘‘grace period’’ of 120

days for accomplishment of the

inspections on airplanes that have

exceeded certain thresholds, this AD

specifies a ‘‘grace period’’ of 60 days.

The FAA has been advised that a

significant number of the affected Model

757 series airplanes have already

reached the specified thresholds. In

developing an appropriate compliance

time for this action, the FAA considered

not only the degree of urgency

associated with addressing the subject

unsafe condition, but the manufacturer’s

recommendation as to an appropriate

compliance time, parts availability, and

the practical aspect of accomplishing

the required inspections within an

interval of time that parallels the normal

scheduled maintenance for the majority

of affected operators.

In light of this, the FAA has

determined that, for airplanes that have

already reached certain thresholds, a

‘‘grace period’’ of 60 days is necessary

to ensure that the affected airplanes are

inspected in a timely manner and that

an acceptable level of safety is

maintained. This ‘‘grace period’’ is

roughly equivalent to 300 flight cycles,

which the service bulletin specifies as

the number of flight cycles that should

not be exceeded before inspection of the

free edge of the tang is accomplished on

airplanes that have exceeded certain

thresholds.

In addition, the FAA has determined

that the eddy current inspections of the

free edge of the tang must be

accomplished on a repetitive basis until

the bolt hole inspection is

accomplished. (The service bulletin

recommends only a one-time inspection

of the free edge of the tang.) The FAA

finds that these repetitive inspections of

the tang must be accomplished in the

event an initial inspection of the tang is

performed well before the 15,000 flight

cycle threshold.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the 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 AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must
11762 Federal Register / Vol. 62, No. 49 / Thursday, March 13, 1997 / Rules and Regulations

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 97–NM–23–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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:

97–06–04 Boeing: Amendment 39–9961.

Docket 97–NM–23–AD.

Applicability: Model 757–200 series

airplanes having line numbers 1 through 736

inclusive, powered by Rolls Royce engines,

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 otherwise 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 (i) 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 detect and correct fatigue cracking of

the lower spar chord, and consequent

reduced structural integrity of the engine

strut, accomplish the following:

(a) Prior to the accumulation of 15,000 total

flight cycles, or within 60 days after the

effective date of this AD, whichever occurs

later: Perform an eddy current inspection to

detect cracking on the free edge of the tang,

in accordance with the Accomplishment

Instructions of Boeing Service Bulletin 757–

54–0031, Revision 2, dated December 19,

1996. Repeat this inspection thereafter at

intervals not to exceed 3,000 flight cycles

until the inspection required by paragraph

(d) of this AD is accomplished.

Note 2: The inspection required by

paragraph (a) of this AD need not be

performed on airplanes on which the

inspection required by paragraph (d) of this

AD is performed prior to the compliance time

specified in paragraph (a) of this AD.

(b) If any cracking is found during the

inspection required by paragraph (a) of this

AD, and the cracking is within the limits

specified in the service bulletin: Prior to

further flight, remove the midchord channels,

stop-drill the cracking, and install a repair in

accordance with the service bulletin. No

further action is required by this AD.

(c) If any cracking is found, and the

cracking is outside the limits specified in the

service bulletin: Prior to further flight,

replace the lower spar chord with a new or

serviceable chord in accordance with a

method approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA,

Transport Airplane Directorate.

(d) Perform an eddy current inspection

(bolt hole inspection) to detect cracking of

the two fastener holes in the lower spar

chord, in accordance with the

Accomplishment Instructions of Boeing

Service Bulletin 757–54–0031, Revision 2,

dated December 19, 1996, at the time

specified in paragraph (d)(1) and (d)(2) of this

AD, as applicable. Accomplishment of this

inspection terminates the inspections

required by paragraph (a) of this AD.

(1) For airplanes on which the stiffening

straps have been removed from the midchord

in accordance with Boeing Service Bulletin

757–54–0028 prior to the effective date of

this AD: Accomplish the inspection at the

time specified in paragraph I.D. of Boeing

Service Bulletin 757–54–0031, Revision 2,

dated December 19, 1996.

(2) For airplanes other than those

identified in paragraph (d)(1) of this AD:

Accomplish the inspection prior to the

accumulation of 18,000 total flight cycles, or

within 60 days after the effective date of this

AD, whichever occurs later.

(e) If no cracking is found during the

inspection required by paragraph (d) of this

AD, prior to further flight, increase the

diameter of the holes by the dimensions

specified in the Accomplishment

Instructions of Boeing Service Bulletin 757–

54–0031, Revision 2, dated December 19,

1996, and install new fasteners in accordance

with the service bulletin.

(f) If any cracking is found during the

inspection required by paragraph (d) of this

AD, prior to further flight, accomplish

paragraph (f)(1), (f)(2), or (f)(3) of this AD, as

applicable, in accordance with the

Accomplishment Instructions of Boeing

Service Bulletin 757–54–0031, Revision 2,

dated December 19, 1996.

(1) If the cracking can be removed by

increasing the diameter of the hole in

accordance with the service bulletin: Increase

the diameter of the hole by the dimensions

specified in the Accomplishment

Instructions of the service bulletin, and

install new fasteners in accordance with the

service bulletin.

(2) If the cracking cannot be removed by

increasing the diameter of the hole in

accordance with the Accomplishment

Instructions of the service bulletin, but the

cracking is within the limits specified in the

service bulletin: Install the repair in

accordance with the service bulletin. No

further action is required by this AD.

(3) If the cracking is outside the limits

specified in the service bulletin: Replace the

lower spar chord with a new or serviceable

chord in accordance with a method approved

by the Manager, Seattle ACO.

(g) Accomplish either paragraph (g)(1) or

(g)(2) of this AD, as applicable, in accordance

with Boeing Service Bulletin 757–54–0031,

Revision 2, dated December 19, 1996.

(1) If any fastener installed as a result of

an inspection required by paragraph (d) of

this AD has a diameter of 5⁄8-inch or greater:

Install the repair prior to the accumulation of

the number of flight cycles specified in the

‘‘Subsequent Inspection Interval’’ column of

the Threshold Table included in paragraph

I.D. of the service bulletin.

(2) If any fastener installed as a result of

an inspection required by paragraph (d) of

this AD has a diameter of less than 5⁄8-inch:

Repeat the bolt hole inspection required by

paragraph (d) of this AD prior to the

accumulation of the number of flight cycles

specified in the ‘‘Subsequent Inspection

Interval’’ column of the Threshold Table

included in paragraph I.D. of the service

bulletin until the repair specified in

paragraph (h) of this AD is installed.

(h) Installation of the repair in accordance

with the Accomplishment Instructions of

Boeing Service Bulletin 757–54–0031,

Revision 2, dated December 19, 1996,

constitutes terminating action for the

requirements of this AD.
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