33244 Federal Register / Vol. 63, No. 117 /Thursday, June 18, 1998 /Rules and Regulations

levers below the flight idle stop while

the airplane is in flight.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

single comment received.

The commenter supports the

proposed rule.

Conclusion

After careful review of the available

data, including the comment noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Interim Action

This is considered interim action

until final action is identified, at which

time the FAA may consider further

rulemaking.

Cost Impact

The FAA estimates that 10 Mitsubishi

Model YS–11 and YS–11A series

airplanes of U.S. registry will be affected

by this AD, that it will take

approximately 1 work hour per airplane

to accomplish the required actions, and

that the average labor rate is $60 per

work hour. Based on these figures, the

cost impact of the AD on U.S. operators

is estimated to be $600, or $60 per

airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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:

98–13–13 Mitsubishi Heavy Industries, Ltd.

[Formerly Nihon Aeroplane

Manufacturing Company (NMAC)]:

Amendment 39–10601. Docket 97–NM–

71–AD.

Applicability: All Model YS–11 and YS–

11A –200, –300, –500, and –600 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 loss of airplane controllability

or engine overspeed with consequent loss of

engine power caused by the power levers

being positioned below the flight idle stop

while the airplane is in flight, accomplish the

following:

(a) Within 30 days after the effective date

of this AD, revise the Limitations Section of

the FAA-approved Airplane Flight Manual

(AFM) to include the following statements.

This action may be accomplished by

inserting a copy of this AD into the AFM.

‘‘Warning: While the airplane is airborne,

the LOW STOP lever (flight fine pitch stop)

should not be placed in the GROUND

position for any reason. Placing the LOW

STOP lever in the GROUND position in flight

may lead to loss of airplane control or may

result in an engine overspeed condition and

consequent loss of engine power.’’

(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,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Operations

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(d) This amendment becomes effective on

July 23, 1998.

Issued in Renton, Washington, on June 11,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–16054 Filed 6–17–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–25–AD; Amendment

39–10603; AD 98–13–15]

RIN 2120–AA64

Airworthiness Directives; Dassault

Model Mystere-Falcon 200, Fan Jet

Falcon, and Mystere-Falcon 20 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Dassault Model

Mystere-Falcon 200, Fan Jet Falcon, and

Mystere-Falcon 20 series airplanes, that

requires repetitive inspections to detect

cracks at the attaching holes of the

wing-to-fuselage fairings and to ensure

tightness of the attaching screws; and

repair of any discrepancy. This

amendment also requires installation of

cupwashers under the vertical seams of

the upper fairings. This amendment is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.
Federal Register / Vol. 63, No. 117 /Thursday, June 18, 1998 /Rules and Regulations 33245

The actions specified by this AD are

intended to prevent loss of the wing-tofuselage upper fairings during flight,

which could result in the fairings

impacting the engines or tail sections,

and consequent reduced controllability

of the airplane.

EFFECTIVE DATE: July 23, 1998.

ADDRESSES: Information pertaining to

this amendment may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 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: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to all Dassault Model

Mystere-Falcon 200, Fan Jet Falcon, and

Mystere-Falcon 20 series airplanes was

published in the Federal Register on

April 20, 1998 (63 FR 19427). That

action proposed to require repetitive

inspections to detect cracks at the

attaching holes of the wing-to-fuselage

fairings and to ensure tightness of the

attaching screws; and repair of any

discrepancy. That action also proposed

to require installation of cupwashers

under the vertical seams of the upper

fairings.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

The FAA estimates that 239 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 2

work hours per airplane to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $28,680, or $120 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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:

98–13–15 Dassault Aviation: Amendment

39–10603. Docket 98–NM–25–AD.

Applicability: All Model Mystere-Falcon

200, Fan Jet Falcon, and Mystere-Falcon 20

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 loss of the wing-to-fuselage

upper fairings during flight, which could

result in the fairings impacting the engines or

tail sections, and consequent reduced

controllability of the airplane, accomplish

the following:

(a) Within 7 months or 330 flight hours

after the effective date of this AD, whichever

occurs first, accomplish the requirements of

paragraphs (a)(1) and (a)(2) of this AD in

accordance with Chapter 53–50–0, dated May

1996, of Fan Jet Falcon Dassault Aviation

Maintenance Manual Phase 34, dated June

1997 (for Model Fan Jet Falcon and MystereFalcon 20 series airplanes); or Chapter 53,

Procedure 731–3 of Mystere-Falcon 200

Dassault Aviation Maintenance Manual,

Revision 12, dated April 30, 1996 (for Model

Mystere-Falcon 200 series airplanes); as

applicable.

(1) Perform an inspection to detect cracks

at the attaching holes of the wing-to-fuselage

fairings and to ensure tightness of the screws.

If any discrepancy is found, prior to further

flight, repair. If a repair is not specified in the

applicable maintenance manual, prior to

further flight, repair in accordance with a

method approved by the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate. Thereafter,

repeat the inspection at intervals not to

exceed 6 months or 300 flight hours,

whichever occurs first.

(2) Install cupwashers under the vertical

seams of the upper fairings.

(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. 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 French airworthiness directives 96–092–

021(B), dated April 24, 1996; and 96–246–

022(B), dated November 6, 1996.

(d) This amendment becomes effective on

July 23, 1998.
33246 Federal Register / Vol. 63, No. 117 /Thursday, June 18, 1998 /Rules and Regulations

Issued in Renton, Washington, on June 11,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–16052 Filed 6–17–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–156–AD; Amendment

39–10600; AD 98–13–12]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737, 747, 757, 767, and 777

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 certain Boeing Model 737,

747, 757, 767, and 777 series airplanes.

This action requires a one-time

inspection to detect discrepancies of the

fasteners that connect the pushrods to

the rudder pedal assemblies; and

corrective actions, if necessary. This

amendment is prompted by reports of

loose and missing fasteners due to

incorrect installation. The actions

specified in this AD are intended to

prevent loss of rudder control, jamming

of the rudder system, uncommanded

movement of the rudder system, and

consequent reduced controllability of

the airplane, due to loose or missing

fasteners that connect the pushrods to

the rudder pedal assemblies.

DATES: Effective July 6, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 6,

1998.

Comments for inclusion in the Rules

Docket must be received on or before

August 17, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 98–NM–

156–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: R.C.

Jones, Aerospace Engineer, Systems and

Equipment Branch, ANM–130S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–1118;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received a report from an operator

indicating that, on a Boeing Model 737–

400 series airplane, during rollout after

landing, the captain’s right rudder pedal

moved to the full travel position when

it was pushed. The pedal failed to

return to its normal position after it was

released even though the rudder

remained at the neutral position.

Consequently, the first officer used his

rudder pedals to control the rudder and

the nose wheel steering. Investigation

revealed that the forward end of the

pushrod on the right rudder pedal was

not connected to the rudder pedal

assembly. The nut and washer of the

pushrod were found in the lower

forward compartment. This airplane had

accumulated 17,600 total flight hours

and 7,900 total flight cycles. A second

operator reported that a pilot felt a loose

rudder pedal. Investigation revealed that

the fastener connecting the pushrod to

the rudder pedal assembly was loose.

In addition, on a Boeing Model 737–

500 series airplane, a nut that connects

the pushrod to the rudder pedal

assembly was loose. This airplane had

accumulated 3,012 total flight hours and

2,658 total flight cycles. Maintenance

inspections of 130 in-service Boeing

Model 737 series airplanes revealed four

other loose fasteners.

The cause of the loose and missing

nuts and bolts has been attributed to

incorrect installation of the fasteners

that connect the pushrods to the rudder

pedal assemblies during manufacture. If

the nut is not installed correctly, the

bolt can fall out or may be able to move

far enough to touch the opposite rudder

pedal assembly. These conditions, if not

corrected, could result in potential loss

of rudder control, jamming of the rudder

system, uncommanded movement of the

rudder system, and consequent reduced

controllability of the airplane.

The rudder pedal assemblies on

certain Boeing Model 747, 757, 767, and

777 series airplanes are similar in

design to those on the affected Model

737 series airplanes. Therefore, the

rudder pedal assemblies on all of these

models may have been installed

incorrectly. Consequently, all of these

models may be subject to the same

unsafe condition.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletins 737–

27A1212, 747–27A2368, 757–27A0128,

767–27A0156, and 777–27A0029, all

dated March 26, 1998. These alert

service bulletins describe procedures for

a one-time inspection to detect

discrepancies of the fasteners (nuts,

bolts, and washers) that connect the

forward ends of the pushrods to the

rudder pedal assemblies; and corrective

actions, if necessary. Corrective actions

include tightening nuts and bolts to

specified torque limits, installing

missing fasteners, and replacing

incorrectly installed fasteners with new

fasteners.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design, this AD is being issued to

prevent loss of rudder control, jamming

of the rudder system, uncommanded

movement of the rudder system, and

consequent reduced controllability of

the airplane, due to loose or missing

fasteners that connect the pushrods to

the rudder pedal assemblies. This AD

requires accomplishment of the actions

specified in the alert service bulletins

described previously. This AD also

requires that operators report results of

findings of discrepancies to the FAA

and to Boeing.

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.