19680 Federal Register / Vol. 63, No. 76 /Tuesday, April 21, 1998 / Proposed Rules

accomplish those actions in the future if

this AD were not adopted.

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 proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

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 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, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 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:

Airbus Industrie: Docket 98–NM–75–AD.

Applicability: Model A319 series airplanes,

manufacturer’s serial numbers 578 through

625 inclusive; and Model A321–100 series

airplanes, manufacturer’s serial numbers 385

through 620 inclusive; 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 (b) 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 non-extension of one or more

landing gears, consequent damage to the

airplane structure, and possible injury to

passengers and crewmembers, accomplish

the following:

(a) Within 400 flight hours after the

effective date of this AD, accomplish the

actions required by paragraphs (a)(1), (a)(2),

(a)(3), and (a)(4) of this AD, in accordance

with Airbus Industrie A319/A321 All

Operator Telex (AOT) 32–15, dated July 1,

1997.

(1) Adjust the landing gear unlocked-stop

screw.

(2) Replace the shear pins in the reduction

gear box and the landing gear pulley

assembly with new or serviceable shear pins.

(3) Inspect the cut-out valve for

discrepancies. If any discrepancy to the cutout valve is detected, accomplish the

requirements of paragraphs (a)(3)(i) and

(a)(3)(ii) of this AD at the time specified in

the AOT.

(i) Replace the cut-out valve with a new or

serviceable part within the time specified in

the AOT.

(ii) After replacing the cut-out valve,

perform a functional test of the normal

extension and retraction of the landing gear

and of the free-fall extension system. If any

discrepancy is detected during the

accomplishment of either of the functional

tests, prior to further flight, repair in

accordance with the AOT.

(4) Perform an operational test of the gear

uplock and door uplock mechanical control

system. If any discrepancy is detected during

the accomplishment of the operational test,

prior to further flight, repair in accordance

with the AOT.

(b) 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,

International Branch, ANM–116, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(c) Special flight permits may be issued in

accordance with §§ 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.

Note 3: The subject of this AD is addressed

in French airworthiness directive 97–177–

101(B), dated August 13, 1997.

Issued in Renton, Washington, on April 15,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–10476 Filed 4–20–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–86–AD]

RIN 2120–AA64

Airworthiness Directives; British

Aerospace (Jetstream) Model 4100

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain British Aerospace (Jetstream)

Model 4100 airplanes. This proposal

would require an eddy current

conductivity test to measure the

conductivity of the upper splice plate of

the wing, and follow-on actions, if

necessary. This proposal is prompted by

issuance of mandatory continuing

airworthiness information by a foreign

civil airworthiness authority. The

actions specified by the proposed AD

are intended to correct corrosion of the

upper splice plate of the wing, which

could result in reduced structural

integrity of the airplane.

DATES: Comments must be received by

May 21, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 98–NM–

86–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

AI(R) American Support, Inc., 13850

Mclearen Road, Herndon, Virginia

20171. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.
Federal Register / Vol. 63, No. 76 /Tuesday, April 21, 1998 / Proposed Rules 19681

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

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 shall

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

summarizing 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 Number 98–NM–86–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, Transport Airplane Directorate,

ANM–114, Attention: Rules Docket No.

98–NM–86–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Civil Aviation Authority (CAA),

which is the airworthiness authority for

the United Kingdom, notified the FAA

that an unsafe condition may exist on

certain British Aerospace (Jetstream)

Model 4100 airplanes. The CAA advises

that it has received reports of exfoliation

corrosion of the upper splice plate of the

wing on certain airplanes. Investigation

has revealed that the susceptibility to

corrosion of the upper splice plate is

related to the conductivity of the

material. Because the manufacturer

finds that such corrosion may be related

to a material batch problem, the

corrosion is likely to be present or

develop on other airplanes with an

upper splice plate made from the same

material. Corrosion on the upper splice

plate of the wing, if not corrected, could

result in reduced structural integrity of

the airplane.

Explanation of Relevant Service

Information

British Aerospace has issued Regional

Aircraft Service Bulletin J41–57–019,

Revision 1, dated November 26, 1997,

including Appendix 1, which describes

procedures for performing an eddy

current conductivity test to measure the

conductivity of the upper splice plate of

the wing. If the conductivity of the

upper splice plate of the wing is less

than 35% of the International

Aluminum and Copper Standards

(IACS), follow-on actions are required.

The CAA approved this service bulletin.

British Aerospace also has issued

Regional Aircraft Service Bulletin J41–

57–020, dated March 20, 1997,

including Appendix 1 and Appendix 2,

which describes procedures for

performing repetitive detailed visual

inspections, using a boroscope, to detect

corrosion along the full length of the

upper splice plate of the wing; repairing

damage that is found to be within

certain specified limits; and replacing

the existing upper splice plate with a

new upper splice plate, if necessary.

Such replacement eliminates the need

for the repetitive inspections. The CAA

classified this service bulletin as

mandatory and issued British

airworthiness directive 005–03–97

(undated), in order to assure the

continued airworthiness of these

airplanes in the United Kingdom.

FAA’s Conclusions

This airplane model is manufactured

in the United Kingdom and is type

certificated for operation in the United

States under the provisions of § 21.29 of

the Federal Aviation Regulations (14

CFR 21.29) and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

the CAA has kept the FAA informed of

the situation described above. The FAA

has examined the findings of the CAA,

reviewed all available information, and

determined that AD action is necessary

for products of this type design that are

certificated for operation in the United

States.

Explanation of Requirements of

Proposed Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design registered in the United

States, the proposed AD would require

accomplishment of the actions specified

in the service bulletins described

previously, except as discussed below.

Differences Between Proposed Rule and

Service Bulletin

Operators should note that, although

British Aerospace Regional Aircraft

Service Bulletin J41–57–020 specifies

that the manufacturer may be contacted

for disposition of certain repair

conditions, this proposal would require

the repair of those conditions to be

accomplished in accordance with a

method approved by the FAA.

Cost Impact

The FAA estimates that 54 airplanes

of U.S. registry would be affected by this

proposed AD, that it would take

approximately 1 work hour per airplane

to accomplish the proposed eddy

current conductivity inspection, and

that the average labor rate is $60 per

work hour. Based on these figures, the

cost impact of the proposed AD on U.S.

operators is estimated to be $3,240, or

$60 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted.

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 proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

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 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.
19682 Federal Register / Vol. 63, No. 76 /Tuesday, April 21, 1998 / Proposed Rules

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 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:

British Aerospace Regional Aircraft

[Formerly Jetstream Aircraft Limited;

British Aerospace (Commercial Aircraft)

Limited]: Docket 98–NM–86–AD.

Applicability: Jetstream Model 4100

airplanes, constructor’s numbers 41004

through 41096 inclusive; 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 correct corrosion of the upper splice

plate of the wing, which could result in

reduced structural integrity of the airplane,

accomplish the following:

(a) Within 6 months after the effective date

of this AD, perform an eddy current

conductivity test to measure the conductivity

of the upper splice plate of the wing, in

accordance with British Aerospace Regional

Aircraft Service Bulletin J41–57–019,

Revision 1, dated November 26, 1997,

including Appendix 1. If the conductivity

measurement is greater than or equal to

35.0% of the International Aluminum and

Copper Standards (IACS), no further action is

required by this AD.

(b) During the inspection required by

paragraph (a) of this AD, if the conductivity

measurement is less than 35.0% of the IACS:

Prior to further flight, use a boroscope to

perform a detailed visual inspection to detect

corrosion along the full length of the upper

splice plate of the wing, in accordance with

British Aerospace Regional Aircraft Service

Bulletin J41–57–020, dated March 20, 1997,

including Appendix 1 and Appendix 2.

Thereafter, repeat the inspection at intervals

not to exceed 1 year.

(1) During any inspection required by

paragraph (b) of this AD, if any corrosion is

detected that is within the allowable limits

specified in the service bulletin: Accomplish

the actions required by paragraphs (b)(1)(i)

and (b)(1)(ii) of this AD, at the times

specified in those paragraphs.

(i) Prior to further flight, repair the upper

splice plate of the wing in accordance with

Appendix 2 of the service bulletin. And

(ii) Within 3 years after the detection of

corrosion, replace the upper splice plate of

the wing with a new upper splice plate in

accordance with the service bulletin. Such

replacement constitutes terminating action

for the requirements of this AD.

(2) During any inspection required by

paragraph (b) of this AD, if any corrosion is

detected that is outside the allowable limits

specified in the service bulletin: Prior to

further flight, repair in accordance with a

method approved by the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate.

(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,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(d) Special flight permits may be issued in

accordance with §§ 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.

Note 3: The subject of this AD is addressed

in British airworthiness directive 005–03–97

(undated).

Issued in Renton, Washington, on April 15,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–10483 Filed 4–20–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–51–AD]

RIN 2120–AA64

Airworthiness Directives; British

Aerospace BAC 1–11 200 and 400

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to all

British Aerospace Model BAC 1–11 200

and 400 series airplanes. This proposal

would require repetitive detailed visual

inspections to detect cracking in the

trunnion fittings located in the nose

landing gear (NLG) bay of the forward

fuselage; and repair, if necessary. This

proposal is prompted by issuance of

mandatory continuing airworthiness

information by a foreign civil

airworthiness authority. The actions

specified by the proposed AD are

intended to detect and correct cracking

in the trunnion fittings of the NLG,

which could lead to collapse of the NLG

during takeoff and landing, and possible

injury to the flight crew and passengers.

DATES: Comments must be received by

May 21, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 98–NM–

51–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

British Aerospace, Service Support,

Airbus Limited, P.O. Box 77, Bristol

BS99 7AR, England. This information

may be examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: