Federal Register / Vol. 63, No. 79 / Friday, April 24, 1998 /Rules and Regulations 20309

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 a new airworthiness directive

(AD) to read as follows:

98–09–09 Alexander Schleicher

Segelflugzeugbau: Amendment 39–

10489; Docket No. 97–CE–118–AD.

Applicability: Model ASH–26E sailplanes,

all serial numbers, certificated in any

category.

Note 1: This AD applies to each sailplane

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

sailplanes 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 within the next 6

calendar months after the effective date of

this AD, unless already accomplished.

To prevent failure of the internal cooling

system air fan caused by the impeller

slipping, which could result in loss of

compression and power and possible engine

failure, accomplish the following:

(a) Replace the internal cooling air fan with

a fan that incorporates Modification Kit

R1K555A in accordance with Mid-West

Engines Ltd. Service Bulletin No. 001, dated

October 5, 1996, as referenced in Alexander

Schleicher Technical Note No. 1, dated

October 31, 1996.

Note 2: Modification Kit R1K555A

includes the following provisions:

—A positive lock between the fan and

spindle;

—A cable tie wrap for fan delivery duct

sealing; and

—A smaller driven pulley on the fan spindle.

Note 3: Although not required by this AD,

the FAA recommends accomplishing inflight temperature checks of the internal

cooling air fan during each flight until the

modification required by paragraph (a) of this

AD is incorporated. These in-flight

temperature checks are specified in

Alexander Schleicher Technical Note No. 1,

dated October 31, 1996, and are required by

German AD No. 97–009, dated January 30,

1997, for sailplanes on the German registry.

(b) 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 sailplane

to a location where the requirements of this

AD can be accomplished.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Small Airplane

Directorate, 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,

Small Airplane Directorate.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Small Airplane

Directorate.

(d) Questions or technical information

related to Alexander Schleicher Technical

Note No. 1, dated October 31, 1996; and MidWest Engines Ltd. Service Bulletin No. 001,

dated October 5, 1996, should be directed to

Alexander Schleicher Segelflugzeugbau, 6416

Poppenhausen, Wasserkuppe, Federal

Republic of Germany; telephone: 49.6658.890

or 49.6658.8920; facsimile: 49.6658.8923 or

49.6658.8940. 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.

(e) The replacement and modification

required by this AD shall be done in

accordance with Mid-West Engines Ltd.

Service Bulletin No. 001, dated October 5,

1996, as referenced in Alexander Schleicher

Technical Note No. 1, dated October 31,

1996. 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 Alexander Schleicher Segelflugzeugbau,

6416 Poppenhausen, Wasserkuppe, Federal

Republic of 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 5: The subject of this AD is addressed

in German AD No. 97–009, dated January 30,

1997.

(f) This amendment becomes effective on

June 1, 1998.

Issued in Kansas City, Missouri, on April

15, 1997.

James E. Jackson,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 98–10593 Filed 4–23–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–CE–91–AD; Amendment 39–

10490; AD 98–09–10]

RIN 2120–AA64

Airworthiness Directives; EXTRA

Flugzeugbau GmbH Models EA–300

and EA–300S Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to all EXTRA Flugzeugbau

GmbH (EXTRA) Models EA–300 and

EA–300S airplanes. This AD requires

inspecting the rudder control cables to

assure that correctly swaged Nicopress

type sleeves are installed at each end of

the cables, and replacing any cable

assembly where correctly swaged

Nicopress type sleeves are not

installed. 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 a control cable from

pulling through an incorrectly swaged

sleeve, which could result in loss of

rudder control with consequent loss of

control of the airplane.

DATES: Effective June 7, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 7,

1998.

ADDRESSES: Service information that

applies to this AD may be obtained from

EXTRA Flugzeugbau GmbH, Flugplatz

Dinslaken, D–4224 Hu ̈nxe, Germany.

This information may also be examined

at the Federal Aviation Administration

(FAA), Central Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 97–CE–91–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 Schletzbaum, Aerospace Engineer,

FAA, Small Airplane Directorate, 1201

Walnut Street, suite 900, Kansas City,

Missouri 64106; telephone: (816) 426–

6934; facsimile: (816) 426–2169.
20310 Federal Register / Vol. 63, No. 79 / Friday, April 24, 1998 /Rules and Regulations

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 all EXTRA Models EA–300 and

EA–300S airplanes was published in the

Federal Register as a notice of proposed

rulemaking (NPRM) on February 10,

1998 (63 FR 6689). The NPRM proposed

to require inspecting the rudder control

cables to assure that correctly swaged

Nicopress type sleeves are installed at

each end of the cables, and replacing

any cable assembly where correctly

swaged Nicopress type sleeves are not

installed. Accomplishment of the

proposed action as specified in the

NPRM would be in accordance with

EXTRA Service Bulletin No. 300–1–93,

dated February 9, 1993, and Advisory

Circular (AC) 43.13–1A, Acceptable

Methods, Techniques and Practices. The

proposed replacement would be

required in accordance with the

maintenance manual.

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

6 workhours per airplane to accomplish

the actions required by this AD, and that

the average labor rate is approximately

$60 an hour. Parts cost approximately

$500 per airplane. Based on these

figures, the total cost impact of this AD

on U.S. operators is estimated to be

$19,780, or $860 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

adding a new airworthiness directive

(AD) to read as follows:

98–09–10 Extra Flugzeugbau GMBH:

Amendment 39–10490; Docket No. 97–

CE–91–AD.

Applicability: Models EA–300 and EA–

300S 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: To prevent a control cable

from pulling through an incorrectly swaged

sleeve, which could result in loss of rudder

control with consequent loss of control of the

airplane, accomplish the following:

(a) Within the next 100 hours time-inservice (TIS) after the effective date of this

AD, inspect the rudder control cables to

assure that correctly swaged Nicopress type

sleeves are installed at each end of the cables.

Accomplish this inspection in accordance

with EXTRA Service Bulletin No. 300–1–93,

dated February 9, 1993, and Advisory

Circular (AC) 43.13–1A, Acceptable Methods,

Techniques and Practices.

(b) Prior to further flight after the

inspection required by paragraph (a) of this

AD, replace any cable assembly, where

correctly swaged Nicopress type sleeves are

not installed, with cable assemblies that have

correctly swaged Nicopress type sleeves

installed.

(1) Accomplish the replacement in

accordance with the maintenance manual.

(2) Accomplish the installation in

accordance with EXTRA Service Bulletin No.

300–1–93, dated February 9, 1993, and AC

43.13–1A, Acceptable Methods, Techniques

and Practices.

(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 compliance times that

provides an equivalent level of safety may be

approved by the Manager, Small Airplane

Directorate, 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,

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 Small Airplane

Directorate.

(e) Questions or technical information

related to EXTRA Service Bulletin No. 300–

1–93 dated February 9, 1993, should be

directed to EXTRA Flugzeugbau GmbH,

Flugplatz Dinslaken, D–4224 Hu ̈nxe,

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.

(f) The inspection and installation(s)

required by this AD shall be done in

accordance with EXTRA Service Bulletin No.

300–1–93 dated February 9, 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 EXTRA

Flugzeugbau GmbH, Flugplatz Dinslaken, D–

4224 Hu ̈nxe, Germany. Copies may be

inspected at the FAA, Central Region, Office

of the Regional Counsel, Room 1558, 601 E.
Federal Register / Vol. 63, No. 79 / Friday, April 24, 1998 /Rules and Regulations 20311

12th Street, Kansas City, Missouri, 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 German AD No. 93–081, dated March 15,

1993.

(g) This amendment becomes effective on

June 7, 1998.

Issued in Kansas City, Missouri on April

15, 1998.

James E. Jackson,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 98–10594 Filed 4–23–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–127–AD; Amendment

39–10498; AD 98–09–17]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–200F and –200C 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 all Boeing Model 747–

200F and –200C series airplanes. This

action requires repetitive inspections or

a one-time inspection to detect cracking

of certain areas of the upper deck floor

beams; and corrective actions, if

necessary. This amendment is prompted

by reports indicating that fatigue cracks

were found in the upper chord and web

of upper deck floor beams. The actions

specified in this AD are intended to

prevent such fatigue cracking and the

resultant failure of such floor beams.

Failure of the floor beam could result in

damage to critical flight control cables

and wire bundles that pass through the

floor beam, and consequent reduced

controllability of the airplane; failure of

the floor beam also could result in the

failure of the adjacent fuselage frames

and skin, and consequent rapid

decompression of the airplane.

DATES: Effective May 11, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 11,

1998.

Comments for inclusion in the Rules

Docket must be received on or before

June 23, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 98–NM–

127–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: Bob

Breneman, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2776;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received two reports indicating that,

during modification of Boeing Model

747–200F series airplanes, fatigue

cracking was found in the upper chord

and web of the upper deck floor beams

at body stations (BS) 340, 360, 380, and

400. One of these airplanes had

accumulated approximately 19,100 total

flight cycles, and the other

approximately 18,500 total flight cycles.

In addition, cracks were found at BS 380

on a 747–200F series airplane that had

accumulated 11,586 total flight cycles.

The subject cracking was found in the

upper chord of the upper deck floor

beams, at the fastener location common

to the fuselage frame inner chord.

Cracks in this location are not detectable

by visual inspection until the crack

propagates to the horizontal flange of

the chord. Analysis has demonstrated

that, when a crack of the upper chord

reaches the horizontal flange, the crack

would propagate extremely rapidly,

allowing little time to detect the crack

prior to complete failure of the upper

chord.

The upper deck floor beams are

attached to the adjacent fuselage frames

and provide a significant contribution to

the structural integrity of the flat-sided

fuselage. These floor beams also contain

critical flight control cables and wire

bundles that originate from the flight

deck and flight engineer’s control panel.

The subject upper deck floor beams are

made from 7075-T6511 aluminum,

which is less durable and more

susceptible to fatigue cracking than

2024 aluminum, which is used on

passenger airplanes.

Unsafe Conditions

Fatigue cracking of the upper chord

and web, if not corrected could result in

failure of the upper deck floor beams

and consequent damage to critical flight

control cables and wire bundles that

pass through the floor beams. Such

damage could lead to uncommanded

input to flight controls and reduced

controllability of the airplane.

In addition, because the subject

fatigue cracking has been found at

multiple adjacent floor beam locations,

failure of one floor beam could

precipitate the failure of adjacent floor

beams. Failure of these floor beams

could cause the failure of the adjacent

fuselage frames and skin, which could

result in rapid decompression of the

airplane.

Similar Models

Boeing Model 747–200C series

airplanes have the same upper deck

floor beam configuration to that on the

affected Model 747–200F series

airplanes. Therefore, both of these

models may be subject to the same

unsafe condition.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletin 747–

53A2420, dated March 26, 1998, which

describes procedures for performing

repetitive detailed visual inspections to

detect cracks of the upper chord, web,

and strap of the upper deck floor beams

at BS 340 through BS 520 inclusive; and

repair, if necessary. The alert service

bulletin also describes procedures for a

one-time open hole high frequency eddy

current (HFEC) inspection to detect

cracking at BS 340 through BS 420

inclusive, which would eliminate the

need for the repetitive detailed visual

inspections.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design, this AD is being issued to

prevent reduced controllability of the

airplane and/or rapid decompression of

the airplane due to fatigue cracking in

the upper deck floor beams. This AD

requires accomplishment of the actions

specified in the alert service bulletin

described previously, except as

provided below.

Differences Between Rule and Alert

Service Bulletin

This AD differs from the alert service

bulletin in the following three respects: