Federal Register / Vol. 63, No. 95 / Monday, May 18, 1998 /Rules and Regulations 27197

(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

(otherwise, an evaluation is not

required). A copy of it, if filed, may be

obtained from the Rules Docket.

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)

97–23–04, Amendment No. 39–10192

(62 FR 59993, November 6, 1997), and

by adding a new AD to read as follows:

98–11–01 Pilatus Aircraft, Ltd.: Amendment

39–10528; Docket No. 98–CE–40–AD;

Supersedes AD 97–23–04, Amendment

No. 39–10192.

Applicability: Models PC–12 and PC–12/45

airplanes; serial numbers 101 through 230,

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 the fuel tank inward vent valve

from freezing, which, if followed by a cold

soak at altitude, could result in wing airfoil

distortion and structural damage with

consequent degradation of the airplane’s

handling qualities, accomplish the following:

(a) Within the next 10 hours time-inservice (TIS) after December 1, 1997 (the

effective date of AD 97–23–04), replace the

fuel tank vent valves with modified fuel tank

vent valves in accordance with the

Accomplishment Instructions section of

Pilatus Service Bulletin No. 28–003, Revision

1, dated September 30, 1997.

(b) Within the next 10 hours TIS after the

effective date of this AD, accomplish the

following:

(1) Drill a 4.8 millimeter (0.1875 inch) hole

in each fuel filler cap in accordance with the

Accomplishment Instructions section of

Pilatus Service Bulletin No. 28–004, dated

March 27, 1998.

(2) Insert a temporary revision (as

referenced in Pilatus Service Bulletin 28–

004, dated March 27, 1998) into the Pilot’s

Operating Handbook (POH) that specifies

checking to assure that the fuel filler cap hole

is clear of ice and foreign objects. This

document is entitled ‘‘PC–12 Pilot’s

Operating Handbook, Pilatus Report No.

01973–001, Temporary Revision, Fuel Filler

Cap, dated March 27, 1998.’’

(c) Inserting the POH revision, as required

by paragraph (b)(2) of this AD, may be

performed by the owner/operator holding at

least a private pilot certificate as authorized

by section 43.7 of the Federal Aviation

Regulations (14 CFR 43.7), and must be

entered into the aircraft records showing

compliance with this AD in accordance with

section 43.9 of the Federal Aviation

Regulations (14 CFR 43.9).

(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 time 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.

(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 97–23–04

(superseded by this action) are considered

approved as alternative methods of

compliance for this AD.

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.

(f) Questions or technical information

related to Pilatus Service Bulletin No. 28–

004, dated March 27, 1998, should be

directed to Pilatus Aircraft Ltd., CH–6370

Stans, Switzerland. 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 replacement required by this AD

shall be done in accordance with Pilatus

Service Bulletin No. 28–003, Revision 1,

dated September 30, 1997. The drilling

required by this AD shall be done in

accordance with Pilatus Service Bulletin No.

28–004, dated March 27, 1998.

(1) The incorporation by reference of

Pilatus Service Bulletin No. 28–003, Revision

1, dated September 30, 1997, was previously

approved by the Director of the Federal

Register as of December 1, 1997 (62 FR

59993, November 6, 1997).

(2) The incorporation by reference of

Pilatus Service Bulletin No. 28–004, dated

March 27, 1998, was approved by the

Director of the Federal Register in accordance

with 5 U.S.C. 552(a) and 1 CFR part 51.

(3) Copies of these service bulletins may be

obtained from Pilatus Aircraft Ltd., CH–6370

Stans, Switzerland. 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 3: The subject of this AD is addressed

in Swiss AD HB 97–432A, dated October 3,

1997, and Swiss AD HB 98–086, dated March

31, 1998.

(h) This amendment supersedes AD 97–

23–04, Amendment No. 39–10192.

(i) This amendment becomes effective on

June 7, 1998.

Issued in Kansas City, Missouri, on May 8,

1998.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 98–13060 Filed 5–15–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–153–AD; Amendment

39–10529; AD 98–11–02]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F28 Mark 0070 and Mark 0100

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 Fokker Model F28

Mark 0070 and Mark 0100 series

airplanes. This action requires revising

the Airplane Flight Manual (AFM) to

provide the flightcrew with instructions

not to arm the liftdumper system prior

to commanding the landing gear to

extend. This amendment is prompted by

issuance of mandatory continuing

airworthiness information by a foreign

civil airworthiness authority. The

actions specified in this AD are

intended to prevent inadvertent

deployment of the liftdumpers during

approach for landing, and consequent
27198 Federal Register / Vol. 63, No. 95 / Monday, May 18, 1998 /Rules and Regulations

reduced controllability and performance

of the airplane.

DATES: Effective June 2, 1998.

Comments for inclusion in the Rules

Docket must be received on or before

June 17, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 98–NM–

153–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Information pertaining to this

amendment may be obtained from or

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: The

Rijksluchtvaartdienst (RLD), which is

the airworthiness authority for the

Netherlands, recently notified the FAA

that an unsafe condition may exist on

all Fokker Model F28 Mark 0070 and

Mark 0100 series airplanes. The RLD

advises that an inadvertent in-flight

liftdumper (spoiler) deployment

occurred on an airplane that was on

approach for landing. The flightcrew

had no indication of a malfunction in

the liftdumper system; however, the

liftdumper system was armed and the

engine throttle levers were set at or

close to IDLE. When the flightcrew

selected the DOWN position for landing

gear, the liftdumpers deployed. Within

approximately eleven seconds the

liftdumpers retracted, as a result of

automatic forward throttle movement

and/or flightcrew action to switch off

the liftdumper system.

A preliminary investigation of the

incident has indicated the cause to be a

combination of the following:

—Electro-magnetic interference (EMI) in

the outboard wheel speed channels

caused by a faulty Flight Control

Computer (FCC);

—Voltage spikes in the inboard

wheelspeed channels during skid

control box power-up on landing gear

DOWN selection; and

—Liftdumper arming prior to landing

gear DOWN selection.

Fokker and the RLD are continuing to

investigate the cause of the incident.

Such inadvertent deployment of the

liftdumpers during approach for

landing, if not corrected, could result in

reduced controllability and performance

of the airplane.

Explanation of Relevant Service

Information

Fokker has issued All Operator

Message (AOM) AOF100.044, dated

April 8, 1998, which provides

procedures to revise the Airplane Flight

Manual (AFM) to provide the flightcrew

with instructions not to arm the

liftdumper system before commanding

the landing gear to extend. The RLD

issued Dutch airworthiness directive

1998–042 (A), dated April 10, 1998,

mandating these instructions into the

AFM, in order to assure the continued

airworthiness of these airplanes in the

Netherlands.

FAA’s Conclusions

These airplane models are

manufactured in the Netherlands and

are type certificated for operation in the

United States under the provisions of

section 21.29 of the Federal Aviation

Regulations (14 CFR 21.29) and the

applicable bilateral airworthiness

agreement. Pursuant to this bilateral

airworthiness agreement, the RLD has

kept the FAA informed of the situation

described above. The FAA has

examined the findings of the RLD,

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 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, this AD is being issued to

prevent inadvertent deployment of the

liftdumpers during approach for

landing, and consequent reduced

controllability and performance of the

airplane. This AD requires revising the

Limitations and Normal Procedures

sections of the FAA-approved AFM to

provide the flightcrew with instructions

not to arm the liftdumper system prior

to commanding the landing gear to

extend.

Differences Between This AD and the

Dutch Airworthiness Directive

This AD differs from the parallel

Dutch airworthiness directive in that the

AFM revision is reworded to include a

more specific statement of the

consequence of arming the liftdumper

before commanding the landing gear to

extend. The FAA has determined that

the Limitations and Normal Procedures

sections of the AFM must be revised to

inform the flightcrew that arming the

liftdumper before commanding the

landing gear to extend may result in

inadvertent deployment of the

liftdumper.

Interim Action

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

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

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 98–NM–153–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
Federal Register / Vol. 63, No. 95 / Monday, May 18, 1998 /Rules and Regulations 27199

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, 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:

98–11–02 Fokker: Amendment 39–10529.

Docket 98–NM–153–AD.

Applicability: All Model F28 Mark 0070

and Mark 0100 series airplanes, 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 inadvertent deployment of the

liftdumpers during approach for landing, and

consequent reduced controllability and

performance of the airplane, accomplish the

following:

(a) Within 5 days after the effective date of

this AD, revise the Limitations and Normal

Procedures sections of the FAA-approved

Airplane Flight Manual (AFM) in accordance

with paragraphs (a)(1) and (a)(2) of this AD.

This may be accomplished by inserting a

copy of this AD in the AFM.

(1) Add the following information to

section 5—NORMAL PROCEDURES, subSection APPROACH AND LANDING, after

the subject APPROACH:

‘‘BEFORE LANDING

WARNING: DO NOT ARM THE

LIFTDUMPER SYSTEM BEFORE LANDING

GEAR DOWN SELECTION.

Selecting Landing Gear DOWN after

arming the liftdumper system may result in

inadvertent deployment of the liftdumpers,

because the liftdumper arming test may be

partially ineffective.’’

(2) Add the following information to the

LIMITATIONS section:

‘‘LIFTDUMPER SYSTEM

DO NOT ARM THE LIFTDUMPER SYSTEM

BEFORE LANDING GEAR DOWN

SELECTION.’’

(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.

Note 3: The subject of this AD is addressed

in Dutch airworthiness directive 1998–042

(A), dated April 10, 1998.

(d) This amendment becomes effective on

June 2, 1998.

Issued in Renton, Washington, on May 11,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–13062 Filed 5–15–98; 8:45 am]

BILLING CODE 4910–13–V

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 95–AWA–10]

RIN 2120–AA66

Establishment of Class C Airspace and

Revocation of Class D Airspace,

Springfield-Branson Regional Airport;

MO

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action establishes a Class

C airspace area and revokes the existing

Class D airspace area at the SpringfieldBranson Regional Airport, Springfield,

MO. The Springfield-Branson Regional

Airport is a public-use facility with an

operating control tower served by a

Level III Terminal Radar Approach

Control Facility (TRACON). The

establishment of this Class C airspace

area will require pilots to maintain twoway radio communications with air

traffic control (ATC) while in Class C

airspace. The FAA is taking this action

to promote the efficient control of air

traffic and reduce the risk of midair

collision in the terminal area.

Additionally, this action corrects several

inadvertent editorial errors.

EFFECTIVE DATE: 0901 UTC, June 18,

1998.

FOR FURTHER INFORMATION CONTACT:

Sheri Edgett Baron, Airspace and Rules

Division, ATA–400, Office of Air Traffic

Airspace Management, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone: (202) 267–8783.

SUPPLEMENTARY INFORMATION:

Background

On April 22, 1982, the National

Airspace Review (NAR) plan was

published in the Federal Register (47

FR 17448). The plan encompassed a

review of airspace use and procedural

aspects of the ATC system. Among the

main objectives of the NAR was the

improvement of the ATC system by

increasing efficiency and reducing

complexity. In its review of terminal

airspace, NAR Task Group 1–2

concluded that Terminal Radar Service

Areas (TRSA’s) should be replaced.

Four types of airspace configurations

were considered as replacement

candidates, and Model B, the Airport

Radar Service Area (ARSA)

configuration, was recommended by a

consensus of the task group.

The FAA published NAR

Recommendation 1–2.2.1, ‘‘Replace