31368 Federal Register / Vol. 63, No. 110 /Tuesday, June 9, 1998 / Proposed Rules

period must be based upon the cask

design requirements.

* * * * *

(i) Instrumentation and control

systems. Instrumentation and control

systems for wet spent fuel storage must

be provided to monitor systems that are

important to safety over anticipated

ranges for normal operation and offnormal operation. Those instruments

and control systems that must remain

operational under accident conditions

must be identified in the Safety

Analysis Report. Instrumentation

systems for dry spent fuel storage casks

must be provided in accordance with

cask design requirements to monitor

conditions that are important to safety

over anticipated ranges for normal

conditions and off-normal conditions.

Systems that are required under

accident conditions must be identified

in the Safety Analysis Report.

* * * * *

8. In § 72.124, paragraph (b) is revised

to read as follows:

§ 72.124 Criteria for nuclear criticality

safety.

* * * * *

(b) Methods of criticality control.

When practicable the design of an ISFSI

or MRS must be based on favorable

geometry, permanently fixed neutron

absorbing materials (poisons), or both.

Where solid neutron absorbing materials

are used, the design must provide for

positive means of verifying their

continued efficacy. For dry spent fuel

storage systems, the continued efficacy

may be confirmed by a demonstration

and analysis before use, showing that

significant degradation of the neutron

absorbing materials cannot occur over

the life of the facility.

* * * * *

9. In § 72.140, paragraph (d) is revised

to read as follows:

§ 72.140 Quality assurance requirements.

* * * * *

(d) Previously approved programs. A

Commission-approved quality assurance

program which satisfies the applicable

criteria of Appendix B to Part 50 of this

chapter and which is established,

maintained, and executed with regard to

an ISFSI will be accepted as satisfying

the requirements of paragraph (b) of this

section except that a licensee using an

Appendix B quality assurance program

also shall meet the requirement of

§ 72.174 for recordkeeping. Prior to

initial use, the licensee shall notify the

Director, Office of Nuclear Material

Safety and Safeguards, U.S. Nuclear

Regulatory Commission, Washington,

DC 20555–0001, of its intent to apply its

previously approved Appendix B

program to ISFSI activities. The licensee

shall identify the program by date of

submittal to the Commission, docket

number, and date of Commission

approval.

10. In § 72.216, paragraph (c) is

revised to read as follows:

§ 72.216 Reports.

* * * * *

(c) The general licensee shall make

initial and written reports in accordance

with §§ 72.74 and 72.75, except for the

events specified by § 72.75(b)(2) and (3)

for which the initial reports will be

made under paragraph (a) of this

section.

Dated at Rockville, Maryland, this 3rd day

of June, 1998.

For the Nuclear Regulatory Commission.

John C. Hoyle,

Secretary of the Commission.

[FR Doc. 98–15265 Filed 6–8–98; 8:45 am]

BILLING CODE 7590–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–CE–02–AD]

RIN 2120–AA64

Airworthiness Directives; Alexander

Schleicher

Segelflugzeugbau Models K 8 and K 8

B Sailplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes to

adopt a new airworthiness directive

(AD) that would apply to all Alexander

Schleicher Segelflugzeugbau (Alexander

Schleicher) Models K 8 and K 8 B

sailplanes. The proposed AD would

require inspecting the canopy hood lock

assembly to assure that the height of the

cam is at least 2 millimeters (mm), and

modifying or replacing any canopy hood

lock assembly where the cam is less

than 2 mm in height. The proposed AD

is the result of mandatory continuing

airworthiness information (MCAI)

issued by the airworthiness authority for

Germany. The actions specified by the

proposed AD are intended to prevent

the canopy from coming open in flight

because the height of the locking cam is

less than 2 mm, which could result in

loss of the canopy with consequent pilot

injury.

DATES: Comments must be received on

or before July 13, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Central Region,

Office of the Regional Counsel,

Attention: Rules Docket No. 98–CE–02–

AD, Room 1558, 601 E. 12th Street,

Kansas City, Missouri 64106. Comments

may be inspected at this location

between 8 a.m. and 4 p.m., Monday

through Friday, holidays excepted.

Service information that applies to the

proposed AD may be obtained from

Alexander Schleicher Segelflugzeugbau,

6416 Poppenhausen, Wasserkuppe,

Federal Republic of Germany. This

information also may be examined at

the Rules Docket at the address above.

FOR FURTHER INFORMATION CONTACT:

Mike Kiesov, Project Officer, Sailplanes/

Gliders, FAA, Small Airplane

Directorate, Aircraft Certification

Service, 1201 Walnut, suite 900, Kansas

City, Missouri 64106; telephone: (816)

426–6934; facsimile: (816) 426–2169.

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

should 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 that

summarizes 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 No. 98–CE–02–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
Federal Register / Vol. 63, No. 110 /Tuesday, June 9, 1998 / Proposed Rules 31369

FAA, Central Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 98–CE–02–AD, Room 1558,

601 E. 12th Street, Kansas City, Missouri

64106.

Discussion

The Luftfahrt-Bundesamt (LBA),

which is the airworthiness authority for

Germany, notified the FAA that an

unsafe condition may exist on all

Alexander Schleicher Models K 8 and K

8 B sailplanes. The LBA reports that the

fabrication of the canopy lock cam may

be incorrect. In particular, the height of

the canopy locking cam may be less

than 2 mm. If the height of the locking

cam is not at least 2 mm, then the

canopy may come open in flight.

This condition, if not corrected, could

result in loss of the canopy with

possible pilot injury.

Relevant Service Information

Alexander Schleicher has issued

Technical Note No. 21, dated May 12,

1980, which specifies procedures for (1)

inspecting the canopy locking cam to

assure that a height of at least 2 mm

exists; and (2) modifying any canopy

locking cam where the height is less

than 2 mm.

The LBA classified this service

bulletin as mandatory and issued

German AD 80–158, dated June 16,

1980, in order to assure the continued

airworthiness of these sailplanes in

Germany.

The FAA’s Determination

This sailplane model is manufactured

in Germany and is 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 LBA has kept the FAA informed of

the situation described above.

The FAA has examined the findings

of the LBA; reviewed all available

information, including the service

information referenced above; and

determined that AD action is necessary

for products of this type design that are

certificated for operation in the United

States.

Explanation of the Provisions of the

Proposed AD

Since an unsafe condition has been

identified that is likely to exist or

develop in other Alexander Schleicher

Models K 8 and K 8 B sailplanes of the

same type design registered in the

United States, the FAA is proposing AD

action. The proposed AD would require

inspecting the canopy hood lock

assembly to assure that the height of the

cam is at least 2 mm, and modifying or

replacing any canopy hood lock

assembly where the cam is less than 2

mm in height. Accomplishment of the

proposed action would be in accordance

with Alexander Schleicher Technical

Note No. 21, dated May 12, 1980.

Compliance Time of the Proposed AD

Although the canopy opening would

only be unsafe during flight, the

condition specified in the proposed AD

is not a result of the number of times the

sailplane is operated. The chance of this

situation occurring is the same for a

sailplane with 10 hours time-in-service

(TIS) as it would be for a sailplane with

500 hours TIS. For this reason, the FAA

has determined that a compliance based

on calendar time should be utilized in

this AD in order to assure that the

unsafe condition is addressed on all

sailplanes in a reasonable time period.

Cost Impact

The FAA estimates that 100 sailplanes

in the U.S. registry would be affected by

the proposed AD, that it would take

approximately 1 workhour per sailplane

to accomplish the proposed inspection,

and that the average labor rate is $60 per

work hour. No parts would be required

to accomplish the modification. Parts

would cost $50 per sailplane if the

replacement option is chosen over the

modification. Based on these figures, the

total cost impact of the proposed AD on

U.S. operators is estimated to be

$11,000, or $110 per sailplane if the

replacement option is chosen; or $6,000,

or $60 per sailplane if the modification

option is chosen.

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 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) 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 has been placed 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 a new airworthiness directive

(AD) to read as follows:

Alexander Schleicher Segelflugzeugbau:

Docket No. 98–CE–02–AD.

Applicability: Models K 8 and K 8 B

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 (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: Required as indicated in the

body of this AD, unless already

accomplished.

To prevent the canopy from coming open

in flight because the height of the locking

cam is less than 2 millimeters (mm), which

could result in loss of the canopy with

consequent pilot injury, accomplish the

following:

(a) Within the next 3 calendar months after

the effective date of this AD, inspect the

canopy hood lock assembly to assure that the

height of the cam is at least 2 mm, in

accordance with Alexander Schleicher

Technical Note No. 21, dated May 12, 1980.

(b) Prior to further flight after the

inspection required by paragraph (a) of this

AD, accomplish one of the following, if

applicable:

(1) Modify (file) any canopy hood lock

assembly where the cam is less than 2 mm
31370 Federal Register / Vol. 63, No. 110 /Tuesday, June 9, 1998 / Proposed Rules

in height, in accordance with Alexander

Schleicher Technical Note No. 21, dated May

12, 1980; and apply a corrosion preventative

(alodine or equivalent substitute); or

(2) Replace any canopy hood lock assembly

where the cam is less than 2 mm in height,

in accordance with the applicable

maintenance manual.

(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 sailplane

to a location where the requirements of this

AD can be accomplished.

(d) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Manager, Small

Airplane Directorate, Aircraft Certification

Service, 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 Alexander Schleicher Technical

Note No. 21, dated May 12, 1980, should be

directed to Alexander Schleicher

Segelflugzeugbau, 6416 Poppenhausen,

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 64106.

Note 3: The subject of this AD is addressed

in German AD No. 80–158, dated June 16,

1980.

Issued in Kansas City, Missouri, on June 1,

1998.

Ronald K. Rathgeber,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 98–15204 Filed 6–8–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–CE–111–AD]

RIN 2120–AA64

Airworthiness Directives; Pilatus

Britten-Norman Ltd. BN–2, BN–2A, BN–

2B, and BN–2A MK.III Series Airplanes.

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes to

adopt a new airworthiness directive

(AD) that would apply to certain Pilatus

Britten-Norman Ltd. (PBN) BN–2, BN2A, BN–2B, and BN–2A MK.III series

airplanes that are equipped with a PBN

Modification NB/M/256, 50A generator

system. The proposed action would

require inspecting the airplanes that are

equipped with a 50A generator system

for a 70A generator. If a 70A generator

is installed, the proposed action would

require replacing the 70A generator with

a 50A generator, or (for the BN–2, BN–

2A, and BN–2B series only) upgrading

the airplane generator system to a 70A

system to match the 70A generator. The

proposed AD is the result of mandatory

continuing airworthiness information

(MCAI) issued by the airworthiness

authority for the United Kingdom. The

actions specified by the proposed AD

are intended to prevent damage to the

components of the electrical system,

which could result in electrical system

failure during critical phases of flight.

DATES: Comments must be received on

or before July 17, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Central Region,

Office of the Regional Counsel,

Attention: Rules Docket No. 97–CE–

111–AD, Room 1558, 601 E. 12th Street,

Kansas City, Missouri 64106. Comments

may be inspected at this location

between 8 a.m. and 4 p.m., Monday

through Friday, holidays excepted.

Service information that applies to the

proposed AD may be obtained from

Pilatus Britten-Norman, Ltd.,

Bembridge, Isle of Wight, United

Kingdom, PO35 5PR. This information

also may be examined at the Rules

Docket at the address above.

FOR FURTHER INFORMATION CONTACT: Mr.

Roger Chudy, Project Officer, FAA,

Small Airplane Directorate, 1201

Walnut, suite 900, Kansas City,

Missouri, 64106; telephone (816) 426–

6932, facsimile (816) 426–2169.

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

should 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 that

summarizes 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 No. 97–CE–111–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, Central Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 97–CE–111–AD, Room 1558,

601 E. 12th Street, Kansas City, Missouri

64106.

Discussion

The Civil Airworthiness Authority

(CAA), which is the airworthiness

authority for the United Kingdom,

notified the FAA that an unsafe

condition may exist on certain PBN BN–

2, BN–2A, BN–2B, and BN–2A MK.III

series airplanes. The CAA reports that

some operators have had 70A generators

installed on 50A systems, which may

damage the electrical system’s

components. The 50A generator system,

which is known as PBN Modification

NB/M/256, is not designed to work with

a higher ampere generator.

These conditions, if not corrected,

could result in damage to the electrical

systems with consequent failure during

critical phases of flight.

Relevant Service Information

PBN has issued Service Bulletin No.

BN–2/SB.229, dated October 17, 1996,

which specifies procedures for

inspecting for a 70A generator on PBN

BN–2, BN–2A, BN–2B, and BN–2A

MK.III series airplanes that are equipped

with PBN Modification NB/M/256 (a

50A generator system). If a 70A

generator is installed, the service

information specifies procedures for

replacing the 70A generator with a 50A

generator, or (for the BN–2, BN–2A, and

BN–2B series only) installing PBN

Modification NB/M/1148, which

incorporates a 70A generator system.

The CAA classified this service

bulletin as mandatory and issued British