33014 Federal Register / Vol. 63, No. 116 /Wednesday, June 17, 1998 / Proposed Rules

PART 9003—ELIGIBILITY FOR

PAYMENTS

1. The authority citation for part 9003

would continue to read as follows:

Authority: 26 U.S.C. 9003 and 9009(b).

2. In § 9003.1, paragraph (b)

introductory text is republished and

new paragraph (b)(11) would be added

to read as follows:

§ 9003.1 Candidate and committee

agreements.

* * * * *

(b) Conditions. The candidates shall:

* * * * *

(11) Agree that they and their

authorized committee(s) shall file all

reports with the Commission in an

electronic format that meets the

requirements of 11 CFR 104.18 if the

candidate or the candidate’s authorized

committee(s) maintain or use

computerized information containing

any of the information described in 11

CFR 104.3.

PART 9033—ELIGIBILITY FOR

PAYMENTS

3. The authority citation for Part 9033

would continue to read as follows:

Authority: 26 U.S.C. 9003(e), 9033 and

9039(b).

4. In section 9033.1, paragraph (b)

introductory text is republished and

new paragraph (b)(13) would be added

to read as follows:

§ 9033.1 Candidate and committee

agreements.

* * * * *

(b) Conditions. The candidate shall

agree that:

* * * * *

(13) The candidate and the

candidate’s authorized committee(s)

will file all reports with the Commission

in an electronic format that meets the

requirements of 11 CFR 104.18 if the

candidate or the candidate’s authorized

committee(s) maintain or use

computerized information containing

any of the information described in 11

CFR 104.3.

Dated: June 11, 1998.

Joan D. Aikens,

Chairman, Federal Election Commission.

[FR Doc. 98–16006 Filed 6–16–98; 8:45 am]

BILLING CODE 6715–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–CE–52–AD]

RIN 2120–AA64

Airworthiness Directives; SchemppHirth K.G. Models Standard-Cirrus,

Nimbus-2, JANUS, and Mini-Nimbus

HS–7 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 certain

Schempp-Hirth K.G. (Schempp-Hirth)

Models Standard-Cirrus, Nimbus-2,

JANUS, and Mini-Nimbus HS–7

sailplanes. The proposed AD would

require installing a safety device for the

tailplane locking hook. 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 locking hook on

the tailplane attachment bracket from

disengaging, which could result in the

horizontal tailplane coming loose from

the fin with possible loss of longitudinal

control of the sailplane.

DATES: Comments must be received on

or before July 21, 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–52–

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

Schempp-Hirth Flugzeugbau GmbH,

Postbox 14 43, D–73222 Kirchheim

unter Teck, Federal Republic of

Germany. This information also may be

examined at the Rules Docket at the

address above.

FOR FURTHER INFORMATION CONTACT: Mr.

Mike Kiesov, Aerospace Engineer, FAA,

Small Airplane Directorate, 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–52–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. 98–CE–52–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 certain

Schempp-Hirth Models Standard-Cirrus,

Nimbus-2, JANUS, and Mini-Nimbus

HS–7 sailplanes. The LBA reports

instances where the locking hook on the

tailplane attachment bracket disengaged

to the point that the horizontal tailplane

was no longer securely attached to the

fin.

This condition, if not corrected, could

result in the horizontal tailplane coming

loose from the fin with possible loss of

longitudinal control of the sailplane.

Relevant Service Information

Schempp-Hirth has issued Technical

Note No. 278–36, 286–33, 295–26, 328–

11, 798–3, dated November 11, 1994,
Federal Register / Vol. 63, No. 116 /Wednesday, June 17, 1998 / Proposed Rules 33015

which specifies installing a safety

device for the tailplane locking hook.

The procedures for accomplishing this

installation are included with the

Appendix to Technical Note No. 278–

36, 286–33, 295–26, 328–11, 798–3,

dated November 11, 1994.

The LBA classified this service

information as mandatory and issued

German AD 95–015, dated December 15,

1994, 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 Schempp-Hirth Models

Standard-Cirrus, Nimbus-2, JANUS, and

Mini-Nimbus HS–7 sailplanes of the

same type design registered in the

United States, the FAA is proposing AD

action. The proposed AD would require

installing a safety device for the

tailplane locking hook.

Accomplishment of the proposed action

would be required in accordance with

Schempp-Hirth Appendix to Technical

Note No. 278–36, 286–33, 295–26, 328–

11, 798–3, dated November 11, 1994.

Compliance Time of the Proposed AD

Although the unsafe condition

identified in this proposed AD occurs

during flight and is a direct result of

sailplane operation, the FAA has no

way of determining how much time will

elapse before the tailplane is not

securely attached to the fin. For

example, the condition could exist on a

sailplane with 200 hours time-in-service

(TIS), but could be developing on a

sailplane with 50 hours TIS and not

actually exist on this sailplane until 300

hours TIS. For this reason, the FAA has

determined that a compliance based on

calendar time should be utilized in the

proposed AD in order to assure that the

unsafe condition is addressed on all

sailplanes in a reasonable time period.

Differences Between the Technical

Note, German AD, and This Proposed

AD

Both Schempp-Hirth Technical Note

No. 278–36, 286–33, 295–26, 328–11,

798–3, dated November 11, 1994, and

German AD 95–015, dated December 15,

1994, apply to the Model Nimbus-2M

sailplanes. This sailplane model is not

type certificated for operation in the

United States and therefore is not

covered by the applicability of the

proposed AD.

The Model Nimbus-2M sailplanes

could be operating in the United States

with an experimental certificate. The

FAA is including a NOTE in the

proposed AD to recommend that any

person operating a Model Nimbus-2M

sailplane in the United States with an

experimental certificate accomplish the

actions specified in the technical note.

Cost Impact

The FAA estimates that 90 sailplanes

in the U.S. registry would be affected by

the proposed AD, that it would take

approximately 3 workhours per

sailplane to accomplish the proposed

action, and that the average labor rate is

approximately $60 an hour. Parts cost

approximately $35 per sailplane. Based

on these figures, the total cost impact of

the proposed AD on U.S. operators is

estimated to be $19,350, or $215 per

sailplane.

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:

Schempp-Hirth K.G.: Docket No. 98–CE–52–

AD.

Applicability: The following sailplane

models and serial numbers, certificated in

any category:

Models Serial numbers

Standard Cirrus.573, 586, 593, 595, 597

through 599, 601 through

701.

Nimbus-2 ....... 86, 93, and 96 through 131.

JANUS .......... 1 through 55, and 59.

Mini-Nimbus

HS–7.

1 through 60, and 65.

Note 1: Both Schempp-Hirth Technical

Note No. 278–36, 286–33, 295–26, 328–11,

798–3, dated November 11, 1994, and

German AD 95–015, dated December 15,

1994, apply to the Model Nimbus-2M

sailplanes. This sailplane model is not type

certificated for operation in the United

States, and therefore is not covered by the

applicability of this AD. The Model Nimbus2M sailplanes could be operating in the

United States with an experimental

certificate. The FAA recommends that any

person operating a Model Nimbus-2M

sailplane in the United States with an

experimental certificate accomplish the

actions specified in the technical note.

Note 2: 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
33016 Federal Register / Vol. 63, No. 116 /Wednesday, June 17, 1998 / Proposed Rules

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 the locking hook on the

tailplane attachment bracket from

disengaging, which could result in the

horizontal tailplane coming loose from the

fin with possible loss of longitudinal control

of the sailplane, accomplish the following:

(a) Install a safety device for the tailplane

locking hook in accordance with SchemppHirth Appendix to Technical Note No. 278–

36, 286–33, 295–26, 328–11, 798–3, dated

November 11, 1994.

(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 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. 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 3: 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 the service information referenced

in this document should be directed to

Schempp-Hirth Flugzeugbau GmbH, Postbox

14 43, D–73222 Kirchheim unter Teck,

Federal Republic of 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.

Note 4: The subject of this AD is addressed

in German AD 95–015, dated December 15,

1994.

Issued in Kansas City, Missouri, on June 9,

1998.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 98–16016 Filed 6–16–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–CE–47–AD]

RIN 2120–AA64

Airworthiness Directives; Mooney

Aircraft Corporation Models M20J,

M20K, M20M, and M20R 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

Mooney Aircraft Corporation (Mooney)

Models M20J, M20K, M20M, and M20R

airplanes. The proposed AD would

require grinding the surface of the main

landing gear (MLG) leg bracket,

inspecting this area for cracks, and

replacing any cracked MLG leg bracket.

The proposed AD is the result of the

manufacturing of several of the MLG leg

brackets using laser pattern cutting. The

brackets, when manufactured using this

process, develop minor cracks at the

bends, which could propagate over

time. The actions specified by the

proposed AD are intended to prevent

failure of the MLG side brace bolt

caused by cracking of the MLG leg

bracket, which could result in MLG

collapse with consequent loss of control

of the airplane during taxi, takeoff, or

landing operations.

DATES: Comments must be received on

or before August 21, 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–47–

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

Mooney Aircraft Corporation, Louis

Schreiner Field, Kerrville, Texas 78028.

This information also may be examined

at the Rules Docket at the address above.

FOR FURTHER INFORMATION CONTACT: Mr.

Bob D. May, Aerospace Engineer, FAA,

Airplane Certification Office, 2601

Meacham Boulevard, Fort Worth, Texas

76193–0150; telephone: (817) 222–5156;

facsimile: (817) 222–5960.

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–47–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. 98–CE–47–AD, Room 1558,

601 E. 12th Street, Kansas City, Missouri

64106.

Discussion

The FAA has received a report that

the design service life of the part

number (P/N) 510010 MLG leg bracket

on certain Mooney Models M20J, M20K,

M20M, and M20R airplanes may not be

achieved. Eleven of these brackets were

produced using a laser pattern cutting

process. The brackets, when

manufactured using this process,

develop minor cracks at the bends,

which could propagate over time.

The P/N 510010 bracket supports the

MLG side brace bolt. Failure of the MLG

side brace bolt would cause the MLG to

collapse with consequent loss of control

of the airplane during taxi, takeoff, or

landing operations.

Relevant Service Information

Mooney has issued Service Bulletin

M20–265, dated 1April 13, 1998, which

specifies procedures for grinding the

surface of the MLG leg bracket, P/N

510010, and inspecting this area for

cracks.

The FAA’s Determination

After examining the circumstances

and reviewing all available information

related to the incidents described above,

including the referenced service

information, the FAA has determined

that AD action should be taken to

prevent failure of the MLG side brace

bolt caused by cracking of the MLG leg