Federal Register / Vol. 63, No. 92 /Wednesday, May 13, 1998 /Rules and Regulations 26427

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:

98–10–08 Construcciones Aeronauticas,

S.A. (CASA): Amendment 39–10519.

Docket 97–NM–297–AD.

Applicability: Model C–212 series

airplanes, as listed in CASA Service Bulletin

SB–212–27–34, dated November 22, 1993,

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 corrosion from developing in

the lower shaft and support structure of the

rudder, which could result in the failure of

the rudder lower shaft and consequent

reduced controllability of the airplane,

accomplish the following:

(a) Within 7 months after the effective date

of this AD, accomplish paragraphs (a)(1) and

(a)(2) of this AD, in accordance with CASA

Service Bulletin SB–212–27–34, dated

November 22, 1993.

(1) Inspect the rudder lower shaft and

support structure for corrosion; and, prior to

further flight, repair any discrepancy found.

And

(2) Modify the rudder lower shaft and

support structure to prevent the entry and

accumulation of water.

(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 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) The actions shall be done in accordance

with CASA Service Bulletin SB–212–27–34,

dated November 22, 1993. 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 Construcciones

Aeronauticas, S.A., Getafe, Madrid, Spain.

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.

Note 3: The subject of this AD is addressed

in Spanish airworthiness directive 06/96,

dated May 21, 1996.

(e) This amendment becomes effective on

June 17, 1998.

Issued in Renton, Washington, on May 5,

1998.

D. L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–12519 Filed 5–12–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–CE–24–AD; Amendment 39–

10517; AD 98–10–06]

RIN 2120–AA64

Airworthiness Directives; Burkhart

Grob Luft-und Raumfahrt Models

G115C, G115C2, G115D, and G115D2

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

Airworthiness Directive (AD) 96–19–07,

which currently requires the following

on Burkhart Grob Luft-und Raumfahrt

(Grob) Models G115C, G115C2, G115D,

and G115D2 airplanes: installing a

placard that restricts the never exceed

speed (Vne) of the affected airplane

models from 184 knots to 160 knots;

installing on the airspeed indicator glass

a red line at 296 km/h (160 knots);

installing a placard that prohibits

aerobatic maneuvers; and placing a copy

of the AD in the Limitations Section of

the airplane flight manual. This AD will

temporarily retain the flight restrictions

that are currently required by AD 96–

19–07; and will eventually require

accomplishing certain inspections and

modifications, as terminating action for

these flight restrictions. This AD is the

result of mandatory continuing

airworthiness information (MCAI)

issued by the airworthiness authority for

Germany. The actions specified by this

AD are intended to prevent loss of

control of the airplane caused by

excessive speed or aerobatic maneuvers.

DATES: Effective June 28, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 28,

1998.

ADDRESSES: Service information that

applies to this AD may be obtained from

Burkhart Grob Luft-und Raumfahrt, D–

8939 Mattsies, Germany. This

information may also be examined at

the Federal Aviation Administration

(FAA), Central Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 98–CE–24–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.

Karl M. Schletzbaum, Aerospace

Engineer, FAA, Small Airplane
26428 Federal Register / Vol. 63, No. 92 /Wednesday, May 13, 1998 /Rules and Regulations

Directorate, 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 Grob Models G115C, G115C2,

G115D, and G115D2 airplanes was

published in the Federal Register as a

notice of proposed rulemaking (NPRM),

on March 6, 1998 (63 FR 11171). The

NPRM proposed to supersede AD 96–

19–07, Amendment 39–9765 (61 FR

49250, September 19, 1996), which

currently requires installing a placard

that restricts the never exceed speed

(Vne) of the affected airplane models

from 184 knots to 160 knots; installing

on the airspeed indicator glass a red line

at 296 km/h (160 knots); installing a

placard that prohibits aerobatic

maneuvers; and placing a copy of the

AD in the Limitations Section of the

airplane flight manual. The NPRM

proposed to temporarily retain the flight

restrictions that are currently required

by AD 96–19–07, and eventually require

the inspections and modifications

specified in the service information

previously referenced, as terminating

action for the flight restrictions.

Accomplishment of the proposed

actions as specified in the NPRM would

be in accordance with the following

service documents: Grob Service

Bulletin No. 1078–59/3, dated October

24, 1996; Grob Installation Instructions

1078–64, dated December 11, 1996, as

referenced in both Grob Service Bulletin

No. 1078–64/2, dated April 8, 1997; and

Grob Service Bulletin No. 1078–64,

dated December 11, 1996; and Grob

Service Bulletin No. 1078–66, dated

February 10, 1997.

The NPRM was the result of

mandatory continuing airworthiness

information (MCAI) issued by the

airworthiness authority for Germany.

Interested persons have been 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

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.

Cost Impact

The FAA estimates that 23 airplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

40 workhours (modification: 36

workhours; inspection: 4 workhours)

per airplane to accomplish this action,

and that the average labor rate is

approximately $60 an hour. Grob will

provide parts free of charge as part of its

warranty program. Based on these

figures, the total cost impact of this AD

on U.S. operators is estimated to be

$55,200, or $2,400 per airplane.

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.

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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing Airworthiness Directive (AD)

96–19–07, Amendment 39–9765, and by

adding a new AD to read as follows:

98–10–06 Burkhart Grob Luft-und

Raumfahrt: Amendment 39–10517;

Docket No. 98–CE–24–AD; Supersedes

AD 96–19–07, Amendment 39–9765.

Applicability: Models G115C, G115C2,

G115D, and G115D2 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 (e) 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 in the

body of this AD, unless already

accomplished.

To prevent loss of control of the airplane

caused by excessive speed or aerobatic

maneuvers, accomplish the following:

(a) For all serial numbered airplanes, prior

to further flight after September 26, 1996 (the

effective date of AD 96–19–07), accomplish

the following:

(1) Install, on the limitation placard at the

left-hand cabin wall, the airspeed placard

that is included with Grob Service Bulletin

No. 1078–59/2, dated September 2, 1996.

This placard reduces the maximum airspeed

to 296 kilometers per hour (km/h); equal to

160 knots per hour.

(2) Modify the airspeed indicator glass by

accomplishing the following:

(i) Place a red radial line on the indicator

glass at 296 km/h (160 knots). The minimum

dimensions for this radial line are 0.05-inch

in width and 0.30-inch in length.

(ii) Place a white 0.05-inch minimum

width slippage index mark that connects

both the instrument glass and bezel. This

slippage index mark shall not obscure any

airspeed markings.

(3) Install, near the airspeed indicator, the

red placard included with Grob Service

Bulletin No. 1078–59/2 that has the words:

‘‘Aerobatic maneuvers are prohibited.’’

(4) Insert a copy of this AD into the

Limitations Section of the airplane flight

manual.

Note 2: The actions of paragraph (a),

including all subparagraphs, are the same as

that required by AD 96–19–07, which is

superseded by this action. These

requirements are being temporarily retained

in this AD to provide a grace period for

accomplishing the other actions required by

this AD.

(b) Within the next 200 hours time-inservice (TIS) after the effective date of this

AD, accomplish the following:
Federal Register / Vol. 63, No. 92 /Wednesday, May 13, 1998 /Rules and Regulations 26429

(1) For all serial numbered airplanes,

inspect the nose wheel steering, the sliding

canopy and canopy locking mechanism, the

attachment of the horizontal stabilizer, the

elevator installation, the vertical stabilizer,

the rudder installation, and the weights and

residual moments of the control surfaces in

accordance with the instructions in Grob

Service Bulletin No. 1078–59/3, dated

October 24, 1996. Prior to further flight,

repair any discrepancies in accordance with

the above-referenced service bulletin.

(2) For airplanes incorporating a serial

number in the range of 82001 through 82077,

replace the elevator hinges with parts of

improved design in accordance with Grob

Installation Instructions 1078–64, dated

December 11, 1996, as specified in both Grob

Service Bulletin No. 1078–64/2, dated April

8, 1997; and Grob Service Bulletin No. 1078–

64, dated December 11, 1996.

(3) For airplanes incorporating a serial

number in the range of 82001 through 82077,

after accomplishing the replacement required

by paragraph (b)(2) of this AD, adjust the

mass and residual moments in accordance

with Grob Service Bulletin No. 1078–66,

dated February 10, 1997.

(c) Accomplishing the actions required by

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

eliminates the placard and flight restriction

requirements of paragraph (a), including all

subparagraphs, of this AD.

(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.

(e) An alternative method of compliance or

adjustment of the compliance times that

provides an equivalent level of safety may be

approved by the Manager, Small Airplane

Directorate, 1201 Walnut, suite 900, Kansas

City, Missouri 64106.

(1) The request shall be forwarded through

an appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Small Airplane Directorate.

(2) Alternative methods of compliance

approved in accordance with AD 96–19–07

are not considered approved as alternative

methods of compliance for this AD.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Small Airplane

Directorate.

(f) Questions or technical information

related to service information previously

referenced should be directed to Burkhart

Grob Luft-und Raumfahrt, D–8939 Mattsies,

Germany. This service information may be

examined at the FAA, Central Region, Office

of the Regional Counsel, Room 1558, 601 E.

12th Street, Kansas City, Missouri 64106.

(g) The inspection required by this AD

shall be done in accordance with Grob

Service Bulletin No. 1078–59/3, dated

October 24, 1996. The replacement required

by this AD shall be done in accordance with

Grob Installation Instructions 1078–64, dated

December 11, 1996, as specified in both Grob

Service Bulletin No. 1078–64/2, dated April

8, 1997; and Grob Service Bulletin No. 1078–

64, dated December 11, 1996. The adjustment

required by this AD shall be done in

accordance with Grob Service Bulletin No.

1078–66, dated February 10, 1997. 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

Burkhart Grob Luft-und Raumfahrt, D–8939

Mattsies, Germany. Copies may be inspected

at the FAA, Central Region, Office of the

Regional 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.

Note 4: The subject of this AD is addressed

in German AD 96–270/2, dated December 5,

1996; German AD 96–270/3, dated December

4, 1997; and German AD 97–143, dated May

22, 1997.

(h) This amendment supersedes AD 96–

19–07, Amendment 39–9765.

(i) This amendment becomes effective on

June 28, 1998.

Issued in Kansas City, Missouri, on May 1,

1998.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 98–12355 Filed 5–12–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–SW–32–AD; Amendment

39–10520; AD 97–18–11]

RIN 2120–AA64

Airworthiness Directives; Bell

Helicopter Textron (Bell) Model 204B,

205A, and 205A–1 Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting Airworthiness Directive (AD)

97–18–11, issued on August 29, 1997,

which was sent previously to all known

U.S. owners and operators of Bell Model

204B, 205A, and 205A–1 helicopters by

individual letters. This AD requires

modification and inspections of the

vertical fin spar. If any crack is

discovered, replacement of the vertical

fin spar with an airworthy vertical fin

spar is required before further flight.

This amendment is prompted by several

failures of the vertical fin spar,

including those with steel doublers,

caused by fatigue cracks that result from

a large number of high-power events.

The actions specified by this AD are

intended to prevent in-flight failure of

the vertical fin spar and subsequent loss

of control of the helicopter.

DATES: Effective May 28, 1998, to all

persons except those persons to whom

it was made immediately effective by

priority letter AD 97–18–11, issued on

August 29, 1997, which contained the

requirements of this amendment.

Comments for inclusion in the Rules

Docket must be received on or before

July 13, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 97–SW–32–

AD, 2601 Meacham Blvd., Room 663,

Fort Worth, Texas 76137.

FOR FURTHER INFORMATION CONTACT: Mr.

Charles Harrison, Aerospace Engineer,

FAA, Rotorcraft Directorate, Rotorcraft

Certification Office, 2601 Meacham

Blvd., Fort Worth, Texas 76137,

telephone (817) 222–5447, fax (817)

222–5783.

SUPPLEMENTARY INFORMATION: On August

29, 1997, the FAA issued priority letter

AD 97–18–11, applicable to Bell Model

204B, 205A, and 205A–1 helicopters,

which requires modification and

inspections of the vertical fin spar. If

any crack is discovered, replacement of

the vertical fin spar with an airworthy

vertical fin spar is required before

further flight. Priority letter AD 97–18–

11 superseded priority letter AD 97–18–

01, issued on August 19, 1997. AD 97–

18–01 contained the same basic

requirements as is contained in AD 97–

18–11. However, AD 97–18–11 was

needed to clarify the method of

compliance for the Model 204B

helicopters, and to correct an error in a

vertical fin spar part number (P/N). AD

97–18–01 incorrectly stated the P/N as

P/N 205–030–851 instead of P/N 205–

032–851. This AD is prompted by an

accident involving the in-flight failure

of the vertical fin spar on a Model

205A–1 helicopter. Two other accidents

on restricted category (military surplus)

aircraft of similar type design have

occurred. One of the accidents resulted

in a fatality. In 1971, the FAA issued AD

71–21–02, which addressed this

problem by requiring the addition of a

steel doubler to the inside edge of the

vertical fin spar. There have been

several additional failures since that AD

was issued. A large number of highpower events can cause fatigue cracks

which will cause the vertical fin spar to

fail. This condition, if not corrected,

could result in in-flight failure of the

vertical fin spar and subsequent loss of

control of the helicopter.

Since the unsafe condition described

is likely to exist or develop on other Bell