33532 Federal Register / Vol. 63, No. 118 / Friday, June 19, 1998 /Rules and Regulations

add comments and then send it to the

Manager, Engine Certification Office.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Engine

Certification Office.

(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 aircraft to

a location where the inspection requirements

of this AD can be accomplished.

(e) The actions required by this AD shall

be done in accordance with the following

CFMI SBs:

Document No. Pages Revision Date

CFM56–2 SB No. 72–817 ...................... 1–2 ......................................................... 1 ............................................................. November 25,

1997.

3–12 ....................................................... Original .................................................. January 14, 1997.

13 ........................................................... 1 ............................................................. November 25,

1997.

14–19 ..................................................... Original .................................................. January 14, 1997.

Total Pages: 19.

CFM56–2A SB No. 72–419 .................... 1–2 ......................................................... 2 ............................................................. November 14,

1997.

3–4 ......................................................... 1 ............................................................. January 31, 1997.

5–10 ....................................................... Original .................................................. January 14, 1997.

11–12 ..................................................... 2 ............................................................. November 14,

1997.

13–18 ..................................................... Original .................................................. January 14, 1997.

Total Pages: 18.

CFM56–2B SB No. 72–561 .................... 1 ............................................................. 1 ............................................................. January 31, 1997.

2 ............................................................. Original .................................................. January 14, 1997.

3–4 ......................................................... 1 ............................................................. January 31, 1997.

5–19 ....................................................... Original .................................................. January 14, 1997.

Total Pages: 19.

CFM56–3/–3B/–3C SB No. 72–843 ....... 1–2 ......................................................... 1 ............................................................. November 25,

1997.

3–11 ....................................................... Original .................................................. January 14, 1997.

12 ........................................................... 1 ............................................................. November 25,

1997.

13–18 ..................................................... Original .................................................. January 14, 1997.

Total Pages: 18.

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 CFM International,

Technical Publications Department, 1

Neumann Way, Cincinnati, OH 45215;

telephone (513) 552–2981, fax (513)

552–2816. Copies may be inspected at

the FAA, New England Region, Office of

the Regional Counsel, 12 New England

Executive Park, Burlington, MA; or at

the Office of the Federal Register, 800

North Capitol Street NW., suite 700,

Washington, DC.

(f) This amendment becomes effective

on July 20, 1998.

Issued in Burlington, Massachusetts, on

June 5, 1998.

Mark C. Fulmer,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 98–15785 Filed 6–18–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95–CE–53–AD; Amendment 39–

10591; AD 98–13–03]

RIN 2120–AA64

Airworthiness Directives; British

Aerospace Model H.P. 137 Mk1,

Jetstream Series 200, and Jetstream

Model 3101 Airplanes.

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

Airworthiness Directive (AD) 82–20–04

R1, which currently requires

repetitively inspecting the main landing

gear (MLG) hinge fitting, support angles,

and attachment bolts on British

Aerospace H.P. 137 Mk1 and Jetstream

series 200 airplanes, and repairing or

replacing any part that is cracked

beyond certain limits. This AD requires

installing improved design MLG fittings,

as terminating action for the repetitive

inspections that are currently required

by AD 82–20–04 R1, and will

incorporate the Jetstream Model 3101

airplanes into the Applicability of the

AD. The Federal Aviation

Administration’s policy on aging

commuter-class aircraft is to eliminate

or, in certain instances, reduce the

number of certain repetitive shortinterval inspections when improved

parts or modifications are available. The

actions specified by this AD are

intended to prevent structural failure of

the MLG caused by fatigue cracking,

which could result in loss of control of

the airplane during landing operations.

DATES: Effective August 3, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 3,

1998.

ADDRESSES: Service information that

applies to this AD may be obtained from

British Aerospace Regional Aircraft,

Prestwick International Airport,

Ayrshire, KA9 2RW, Scotland;

telephone: (01292) 479888; facsimile:

(01292) 671715. This information may

also be examined at the Federal

Aviation Administration (FAA), Central

Region, Office of the Regional Counsel,

Attention: Rules Docket No. 95–CE–53–

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

Kansas City, Missouri 64106; or at the

Office of the Federal Register, 800 North
Federal Register / Vol. 63, No. 118 / Friday, June 19, 1998 /Rules and Regulations 33533

Capitol Street, NW, suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Mr.

S.M. Nagarajan, Aerospace Engineer,

Small Airplane Directorate, Aircraft

Certification Service, FAA, 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 British Aerospace (Operations)

Limited H.P. 137 Mk1, Jetstream series

200, and Jetstream Model 3101 airplanes

was published in the Federal Register

as a supplemental notice of proposed

rulemaking (NPRM) on March 4, 1998

(63 FR 10579). The supplemental NPRM

proposed to supersede AD 82–20–04 R1

with a new AD that would: (1) initially

retain the requirements contained in AD

82–20–04 R1 of repetitively inspecting

the MLG hinge fitting, support angles,

and attachment bolts, and repairing or

replacing any part that is cracked; (2)

incorporate the Jetstream Model 3101

airplanes into the Applicability of the

AD; and (3) eventually require the

installation of improved design MLG

fittings, part number (P/N) 1379133B1

and 1379133B2 (Modification 5218), as

terminating action for the repetitive

inspections. Accomplishment of this

action would be in accordance with the

following service information:

—British Aerospace Jetstream

Mandatory Service Bulletin (MSB)

No. 7/5, which includes procedures

for inspecting the left and right main

landing gear hinge attachment nuts to

the auxiliary and aft spars for signs of

relative movement between the nuts

and hinge fitting on H.P. 137 MK1

and Jetstream series 200 airplanes.

This MSB incorporates the following

effective pages:

Pages Revision

level Date

2 and 4 ..... Original

Issue.

March 31, 1982.

1 and 3 ..... Revision 1 May 23, 1988.

—British Aerospace MSB No. 7/8,

which includes procedures for

inspecting the MLG hinge fitting for

cracks, and repairing cracked hinge

fittings on H.P. 137 MK1 and

Jetstream series 200 airplanes. This

MSB incorporates the following

effective pages:

Pages Revision

level Date

2, 5, 6, 7,

and 8.

Revision 2 January 6, 1983.

1, 3, and 4 Revision 3 May 23, 1988.

—Jetstream Alert Service Bulletin (ASB)

32–A–JA 850127, which includes

procedures for inspecting the MLG

hinge fitting and support angle for

cracks on Jetstream Model 3101

airplanes. This ASB incorporates the

following effective pages:

Pages Revision

level Date

5 through

14.

Original

Issue.

April 17, 1985.

1 through 4 Revision 2 November 11,

1994.

—Jetstream Service Bulletin (SB) 57–JM

5218, which includes procedures for

installing improved design MLG

fittings, part number (P/N) 1379133B1

and 1379133B2 (Modification 5218),

on H.P. 137 Mk1, Jetstream series 200,

and certain Jetstream Model 3101

airplanes. This SB incorporates the

following effective pages:

Pages Revision

level Date

3, 5, 6, 7,

8, 9, 11,

12, 17,

18, 19,

21, 22,

23, 24,

27, 28,

29, 30,

and 31.

Revision 1 September 29,

1987.

25 and 26 Revision 2 August 24, 1988.

10 and 20 Revision 3 January 29, 1990.

1, 2, 4, 13,

14, 15,

and 16.

Revision 4 October 31, 1990.

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.

Differences Between This AD, the

British AD, and AD 82–20–04 R1

AD 82–20–04 R1 allows continued

flight if cracks are found in the MLG

hinge fitting support angles that

propagate no further than the tooling

holes. The applicable service bulletin

specifies replacement of the support

angles only if cracks are found

exceeding this limit, as does British AD

015–05–85. This AD will not allow

continued flight if any crack is found.

FAA policy is to disallow airplane

operation when known cracks exist in

primary structure, unless the ability to

sustain ultimate load with these cracks

is proven, and then this is only

considered a temporary solution until a

design correction is developed and

incorporated. The main landing gear is

considered primary structure, and the

FAA has not received any analysis to

prove that ultimate load can be

sustained with cracks in this area.

The FAA’s Aging Commuter Aircraft

Policy

The actions required by this AD are

consistent with the FAA’s aging

commuter aircraft policy, which briefly

states that, when a modification exists

that could eliminate or reduce the

number of required critical inspections,

the modification should be

incorporated. This policy is based on

the FAA’s determination that reliance

on critical repetitive inspections on

airplanes utilized in commuter service

carries an unnecessary safety risk when

a design change exists that could

eliminate or, in certain instances,

reduce the number of those critical

inspections. In determining what

inspections are critical, the FAA

considers (1) the safety consequences of

the airplane if the known problem is not

detected by the inspection; (2) the

reliability of the inspection such as the

probability of not detecting the known

problem; (3) whether the inspection area

is difficult to access; and (4) the

possibility of damage to an adjacent

structure as a result of the problem.

The alternative to installing improved

design MLG fitting would be to

repetitively inspect this area for the life

of the airplane.

Cost Impact

The FAA estimates that 71 airplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

271 workhours (inspections: 61

workhours; installation: 210 workhours)

per airplane to accomplish these

actions, and that the average labor rate

is approximately $60 an hour. Parts to

accomplish this AD are provided by the
33534 Federal Register / Vol. 63, No. 118 / Friday, June 19, 1998 /Rules and Regulations

manufacturer at no cost to the owners/

operators of the affected airplanes.

Based on these figures, the total cost

impact of this AD on U.S. operators is

estimated to be $1,154,460, or $16,260

per airplane. This figure only takes into

account the cost of the initial

inspections and inspection-terminating

modification and does not take into

account the cost of repetitive

inspections. The FAA has no way of

determining the number of repetitive

inspections each H.P. 137 Mk1,

Jetstream series 200, and Jetstream

Model 3101 airplane owner/operator

will incur.

This figure is also based on the

presumption that no affected airplane

operator has accomplished this

installation. This action will eliminate

the repetitive inspections required by

AD 82–20–04 R1. The FAA has no way

of determining the operation levels of

each individual owner/operator of the

affected airplanes, and cannot

determine the repetitive inspection

costs that will be eliminated by this

action. The FAA estimates these costs to

be substantial over the long term.

In addition, British Aerospace has

informed the FAA that parts have been

distributed to owners/operators that will

equip approximately 39 of the affected

airplanes. Presuming that each set of

parts has been installed on an affected

airplane, the cost impact of this

modification upon the public will be

reduced $634,140 from $1,154,460, to

$520,320.

Regulatory Flexibility Determination

and Analysis

The Regulatory Flexibility Act of 1980

(RFA) was enacted by Congress to

ensure that small entities are not

unnecessarily or disproportionally

burdened by government regulations.

The RFA requires government agencies

to determine whether rules would have

a ‘‘significant economic impact on a

substantial number of small entities,’’

and, in cases where they would,

conduct a Regulatory Flexibility

Analysis in which alternatives to the

rule are considered. FAA Order

2100.14A, Regulatory Flexibility Criteria

and Guidance, outlines FAA procedures

and criteria for complying with the

RFA. Small entities are defined as small

businesses and small not-for-profit

organizations that are independently

owned and operated or airports

operated by small governmental

jurisdictions. A ‘‘substantial number’’ is

defined as a number that is not less than

11 and that is more than one-third of the

small entities subject to a proposed rule,

or any number of small entities judged

to be substantial by the rulemaking

official. A ‘‘significant economic

impact’’ is defined by an annualized net

compliance cost, adjusted for inflation,

which is greater than a threshold cost

level for defined entity types.

FAA Order 2100.14A, Regulatory

Flexibility Criteria and Guidance,

defines a small entity as ‘‘a small

business or small not-for-profit

organization which is independentlyowned and operated and has no more

than a specified number of employees or

aircraft.’’ For operators of aircraft for

hire (those entities that are affected by

parts 121, 127, and 135 of the Federal

Aviation Regulations (14 CFR parts 121,

127, and 135)), the size threshold

specified in FAA Order 2100.14A is

nine aircraft.

There are only nine different

operators of British Aerospace H.P. 137

MK1, Jetstream series 200, and Jetstream

Model 3101 airplanes. Of these nine,

only four operate less than nine

airplanes. Because 4 is a number that is

less than 11 and the rulemaking official

has not determined this number to be

substantial, this AD would not

significantly affect a number of small

entities.

A copy of the full Cost Analysis and

Regulatory Flexibility Determination for

this action may be examined at the

FAA, Central Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 95–CE–53–AD, Room 1558,

601 E. 12th Street, Kansas City,

Missouri.

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)

82–20–04 R1, Amendment No. 39–4468,

and by adding a new AD to read as

follows:

98–13–03 British Aerospace (Type

Certificate No. A21EU formerly held by

Jetstream Aircraft Limited): Amendment

39–10591; Docket No. 95–CE–53–AD;

Supersedes AD 82–20–04 R1,

Amendment 39–4468.

Applicability: The following model and

serial number airplanes, certificated in any

category, that do not have improved design

main landing gear (MLG) fittings, part

number (P/N) 1379133B1 and 1379133B2

(Modification 5218), installed in accordance

with Jetstream Service Bulletin (SB) 57–JM

5218:

Model Serial Nos.

H.P. 137 MK1 ............... All serial numbers.

Jetstream Series 200 ... All serial numbers.

Jetstream Model 3101 .. 601 through 695.

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 (f) 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 after

the effective date of this AD, unless already

accomplished.

To prevent structural failure of the MLG

caused by fatigue cracking, which could
Federal Register / Vol. 63, No. 118 / Friday, June 19, 1998 /Rules and Regulations 33535

result in loss of control of the airplane during

landing operations, accomplish the

following:

Note 2: The compliance times of this AD

are presented in landings. If the total number

of airplane landings is not kept or is

unknown, hours time-in-service (TIS) may be

used by multiplying the total number of

airplane hours TIS by 0.75.

(a) For the H.P. 137 MK1 and Jetstream

series 200 airplanes, within the next 50

landings after the effective date of this AD or

within 200 landings after the last inspection

required by AD 82–20–04 R1 (superseded by

this AD), whichever occurs first, and

thereafter at intervals not to exceed 200

landings, accomplish the following in

accordance with British Aerospace

Mandatory Service Bulletin (MSB) No. 7/5,

which incorporates the following pages:

Pages Revision

level Date

2 and 4 ..... Original

Issue.

March 31, 1982.

1 and 3 ..... Revision 1 May 23, 1988.

(1) Inspect the MLG hinge attachment

nuts to auxiliary and aft spars on both

the left and right MLG for signs of fuel

leakage or signs of relative movement

between the nuts and hinge fitting.

(2) If any signs of fuel leakage or

relative movement between the nuts and

hinge fitting are found, prior to further

flight, resecure the MLG hinge fitting to

auxiliary spar in accordance with

actions 3.8 through 3.16 of British

Aerospace MSB No. 7/5.

(b) Upon accumulating 4,000 landings

on the left and right MLG fittings or

within the next 50 landings after the

effective date of this AD, whichever

occurs later, and thereafter at intervals

not to exceed 400 landings, inspect the

MLG hinge support angles for cracks in

accordance with the following, as

applicable:

(1) For the H.P. 137 MK1 and

Jetstream series 200 airplanes: British

Aerospace MSB 7/8, which incorporates

the following effective pages:

Pages Revision

level Date

2, 5, 6, 7,

and 8.

Revision 2 January 6, 1983.

1, 3, and 4 Revision 3 May 23, 1988.

(2) For the Jetstream Model 3101

airplanes:

Jetstream Alert Service Bulletin (ASB)

32–A–JA 850127, which incorporates

the following effective pages:

Pages Revision

level Date

5 through

14.

Original

Issue.

April 17, 1985.

Pages Revision

level Date

1 through 4 Revision 2 November 11,

1994.

(c) Install improved design MLG

fittings, part number (P/N) 1379133B1

and 1379133B2 (Modification 5218), as

applicable. Perform these installations

at the applicable compliance time

presented below (paragraphs (c)(1) and

(c)(2) of this AD). Accomplish this

installation in accordance with

Jetstream Service Bulletin (SB) 57–JM

5218, which incorporates the following

effective pages:

Pages Revision

level Date

3, 5, 6, 7,

8, 9, 11,

12, 17,

18, 19,

21, 22,

23, 24,

27, 28,

29, 30,

and 31.

Revision 1 September 29,

1987.

25 and 26 Revision 2 August 24, 1988.

10 and 20 Revision 3 January 29, 1990.

1, 2, 4, 13,

14, 15,

and 16.

Revision 4 October 31, 1990.

(1) Prior to further flight on any fitting

found cracked during an inspection

required by paragraph (b) of this AD;

and

(2) Upon accumulating 20,000

landings on the left MLG fitting or

within the next 50 landings after the

effective date of this AD (whichever

occurs later), unless already

accomplished as required by paragraph

(c)(1) of this AD; and

(3) Upon accumulating 20,000

landings on the right MLG fitting or

within the next 50 landings after the

effective date of this AD (whichever

occurs later), unless already

accomplished as required by paragraph

(c)(1) of this AD.

(d) Incorporating both P/N 1379133B1

and P/N 1379133B2 MLG fittings

(Modification 5218) as required by

paragraph (c), including all

subparagraphs, of this AD terminates

the repetitive inspection requirement of

paragraph (a) of this AD. The repetitive

inspections of the MLG support angles

required by paragraph (b) of this AD are

still required.

(e) 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.

(f) An alternative method of

compliance or adjustment of the initial

or repetitive 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 82–

20–04 R1 (superseded by this action) are

not considered approved as alternative

methods of compliance with 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.

(g) Questions or technical information

related to the service information

referenced in this AD should be directed

to British Aerospace Regional Aircraft,

Prestwick International Airport,

Ayrshire, KA9 2RW, Scotland;

telephone: (01292) 479888; facsimile:

(01292) 671715. 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.

(h) The inspections, modifications,

and installations required by this AD

shall be done in accordance with the

following:

—British Aerospace Jetstream

Mandatory Service Bulletin No. 7/5,

which incorporates the following

pages:

Pages Revision

level Date

2 and 4 ..... Original

Issue.

March 31, 1982.

1 and 3 ..... Revision 1 May 23, 1988.

—British Aerospace Mandatory Service

Bulletin No. 7/8, which incorporates

the following effective pages:

Pages Revision

level Date

2, 5, 6, 7,

and 8.

Revision 2 January 6, 1983.

1, 3, and 4 Revision 3 May 23, 1988.

—Jetstream Alert Service Bulletin 32–

A–JA 850127, which incorporates the

following effective pages:

Pages Revision

level Date

5 through

14.

Original

Issue.

April 17, 1985.
33536 Federal Register / Vol. 63, No. 118 / Friday, June 19, 1998 /Rules and Regulations

Pages Revision

level Date

1 through 4 Revision 2 November 11,

1994.

—Jetstream Service Bulletin 57–JM

5218, which incorporates the

following effective pages:

Pages Revision

level Date

3, 5, 6, 7,

8, 9, 11,

12, 17,

18, 19,

21, 22,

23, 24,

27, 28,

29, 30,

and 31.

Revision 1 September 29,

1987.

25 and 26 Revision 2 August 24, 1988.

10 and 20 Revision 3 January 29, 1990.

1, 2, 4, 13,

14, 15,

and 16.

Revision 4 October 31, 1990.

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 British Aerospace

Regional Aircraft, Prestwick

International Airport, Ayrshire, KA9

2RW, Scotland. 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.

(i) This amendment supersedes AD

82–20–04 R1, mendment 39–4468.

(j) This amendment becomes effective

on August 3, 998.

Issued in Kansas City, Missouri, on June 8,

1998.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 98–15884 Filed 6–18–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–CE–21–AD; Amendment 39–

10595; AD 98–13–07]

RIN 2120–AA64

Airworthiness Directives; Industrie

Aeronautiche e Meccaniche Model

Piaggio P–180 Airplanes.

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain Industrie

Aeronautiche e Meccaniche (I.A.M.)

Model Piaggio P–180 airplanes. This AD

requires accomplishing a leakage check

of all lavatory water tube/hose

connections, and correcting the

installation of these connections if

leakage is found. This AD is the result

of mandatory continuing airworthiness

information (MCAI) issued by the

airworthiness authority for Italy. The

actions specified by this AD are

intended to prevent water leakage from

the lavatory water duct system, which

could collect in the fuselage, freeze in

cold weather conditions, and cause the

rudder control system to jam.

DATES: Effective August 1, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 1,

1998.

ADDRESSES: Service information that

applies to this AD may be obtained from

I.A.M. Rinaldo Piaggio S.p.A., Via

Cibrario, 4 16154 Genoa, Italy. 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–21–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.

David O. Keenan, Project Officer, 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:

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 certain I.A.M. Model Piaggio P–

180 airplanes was published in the

Federal Register as a notice of proposed

rulemaking (NPRM) on March 24, 1998

(63 FR 14049). The NPRM proposed to

require accomplishing a leakage check

of all lavatory water tube/hose

connections, and correcting the

installation of these connections if

leakage is found. Accomplishment of

the proposed action as specified in the

NPRM would be in accordance with

Piaggio Service Bulletin (Mandatory)

No. SB–80–0096, dated January 31,

1997.

The NPRM was the result of

mandatory continuing airworthiness

information (MCAI) issued by the

airworthiness authority for Italy.

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.

Compliance Time of This AD

Although the potential of the rudder

control system to jam because of water

freezing will only be unsafe while the

airplane is in flight, this unsafe

condition is not a result of the number

of times the airplane is operated. The

chance of this situation occurring is the

same for an airplane with 10 hours timein-service (TIS) as it is for an airplane

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 airplanes in a reasonable time

period.

Cost Impact

The FAA estimates that 5 airplanes in

the U.S. registry will be affected by this

AD, that it will take approximately 2

workhours per airplane to accomplish

this action, and that the average labor

rate is approximately $60 an hour.

Based on these figures, the total cost

impact of this AD on U.S. operators is

estimated to be $600, or $120 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