34574 Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations

number (P/N) DON405M520U5NL, on relay

panel 22VE with new relays, P/N 2504MY1,

in accordance with Dornier Service Bulletin

SB–328–21–218, dated July 2, 1997,

including Price/Material Information Sheet.

(d) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(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) The actions shall be done in accordance

with Dornier Alert Service Bulletin ASB–

328–31–016, dated April 2, 1997; Dornier

Service Bulletin SB–328–31–226, dated June

16, 1997, including Price/Material

Information Sheet; or Dornier Service

Bulletin SB–328–21–218, dated July 2, 1997,

including Price/Material Information Sheet,

as applicable. 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 FAIRCHILD DORNIER,

DORNIER Luftfahrt GmbH, P.O. Box 1103, D–

82230 Wessling, Germany. Copies may be

inspected 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.

Note 3: The subject of this AD is addressed

in German airworthiness directives 97–136,

dated May 22, 1997; 97–330, dated November

20, 1997; and 97–323, dated November 20,

1997.

(g) This amendment becomes effective on

July 30, 1998.

Issued in Renton, Washington, on June 15,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–16449 Filed 6–24–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–83–AD; Amendment

39–10615; AD 98–13–24]

RIN 2120–AA64

Airworthiness Directives; Bombardier

Model CL–600–2B19 (Regional Jet

Series 100) Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Bombardier Model

CL–600–2B19 (Regional Jet Series 100)

airplanes, that currently requires a

revision to the Airplane Flight Manual

(AFM) to prohibit the use of mach trim

and to add speed restrictions if the

autopilot is disengaged or inoperative.

That AD also requires installation of an

associated placard. This amendment

adds requirements for replacement of

the horizontal stabilizer trim control

unit (HSTCU) with a new HSTCU, and

reactivation of the mach trim engage/

disengage switch/light (if deactivated).

Accomplishment of these actions

terminates the requirements of the

existing AD. This amendment also

limits the applicability of the existing

AD. This amendment is prompted by

issuance of mandatory continuing

airworthiness information by a foreign

civil airworthiness authority. The

actions specified by this AD are

intended to prevent deficiencies of the

HSTCU, which could result in a noseup trim runaway when a single

component in the mach trim circuit

fails.

DATES: Effective July 30, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 30,

1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from Bombardier, Inc., Canadair,

Aerospace Group, P.O. Box 6087,

Station Centre-ville, Montreal, Quebec

H3C 3G9, Canada. This information may

be examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Engine and

Propeller Directorate, New York Aircraft

Certification Office, 10 Fifth Street,

Third Floor, Valley Stream, New York;

or at the Office of the Federal Register,

800 North Capitol Street, NW., suite

700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Peter Cuneo, Aerospace Engineer,

Systems and Flight Test Branch, ANE–

172, FAA, Engine and Propeller

Directorate, New York Aircraft

Certification Office, 10 Fifth Street,

Third Floor, Valley Stream, New York

11581; telephone (516) 256–7506; fax

(516) 568–2716.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 95–13–04,

amendment 39–9325 (60 FR 38668, July

28, 1995), which is applicable to certain

Bombardier Model CL–600–2B19

(Regional Jet Series 100) airplanes, was

published in the Federal Register on

April 14, 1998 (63 FR 18160). The

action proposed to continue to require

a revision to the AFM to prohibit the

use of mach trim and to add speed

restrictions if the autopilot is

disengaged or inoperative, and to

require installation of an associated

placard. The action proposed to add

requirements for replacement of the

horizontal stabilizer trim control unit

(HSTCU) with a new HSTCU, and

reactivation of the mach trim engage/

disengage switch/light (if deactivated).

Accomplishment of these actions would

terminate the requirements of the

existing AD. That AD also proposed to

limit the applicability of the existing

AD.

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.

Corrections to the Proposal

In paragraph (b) of the proposed rule,

the FAA inadvertently referenced

Bombardier Service Bulletin S.B. 601R–

27–053, dated May 27, 1996; and

Revision A, dated August 26, 1996; for

accomplishment of the proposed

actions. Paragraph (b) of this final rule

has been revised to reference only

Bombardier Service Bulletin S.B. 601R–

27–053, Revision B, dated February 21,

1997. In addition, NOTE 3 has been

added to reference the original issue and

Revision A of the service bulletin as

acceptable means of compliance for

operators that have accomplished the

applicable actions prior to the issuance

of this AD.

The FAA has become aware of a

typographical error that appeared in

paragraph (d)(2) of the proposal. The AD
Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations 34575

number referenced in that paragraph

appeared incorrectly as AD 93–13–04.

Paragraph (d)(2) of this final rule has

been revised to correctly specify that AD

number as AD 95–13–04.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

There are approximately 54

Bombardier Model CL–600–2B19

(Regional Jet Series 100) airplanes of

U.S. registry that will be affected by this

AD.

The actions that are currently

required by AD 95–13–04, and retained

in this AD, take approximately 2 work

hours per airplane to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of the currently required actions on U.S.

operators is estimated to be $6,480, or

$120 per airplane.

The new actions that are required by

this new AD will take approximately 3

work hours per airplane to accomplish,

at an average labor rate of $60 per work

hour. Required parts will be provided

by the manufacturer at no cost to the

operators. Based on these figures, the

cost impact of the new requirements of

this AD on U.S. operators is estimated

to be $9,720, or $180 per airplane.

The cost impact figures discussed

above are 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, 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 amendment 39–9325 (60 FR

38668, July 28, 1995), and by adding a

new airworthiness directive (AD),

amendment 39–10615, to read as

follows:

98–13–24 Bombardier, Inc. (Formerly

Canadair): Amendment 39–10615.

Docket 97–NM–83–AD. Supersedes AD

95–13–04, Amendment 39–9325.

Applicability: Model CL–600–2B19

(Regional Jet Series 100) airplanes, serial

numbers 7003 through 7112 inclusive;

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 (d)(1) 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 deficiencies of the horizontal

stabilizer trim control unit (HSTCU), which

could result in a nose-up trim runaway when

a single component in the mach trim circuit

fails, accomplish the following:

Restatement of Requirements of AD 95–13–

04

(a) Within 24 hours after August 14, 1995

(the effective date of AD 95–13–04,

amendment 39–9325), accomplish the

requirements of paragraphs (a)(1), (a)(2), and

(a)(3) of this AD.

(1) Install a placard adjacent to the primary

flight display next to the airspeed limitation

placard, to read:

‘‘USE OF MACH TRIM IS PROHIBITED. IF

THE AUTOPILOT IS DISENGAGED OR

INOPERATIVE, RESTRICT SPEED TO 250

KIAS OR 0.7 MACH.’’

(2) Revise the Limitations section of the

FAA-approved Airplane Flight Manual

(AFM) to include the following information.

The requirements of this paragraph may be

accomplished by inserting a copy of this AD,

or Canadair Regional Jet Temporary Revision

No. TR RJ/43, into the AFM.

‘‘USE OF MACH TRIM IS PROHIBITED. IF

THE AUTOPILOT IS DISENGAGED OR

INOPERATIVE, RESTRICT SPEED TO 250

KIAS OR 0.7 MACH.’’

Note 2: When the temporary revision has

been incorporated in the general revisions of

the AFM, the general revisions may be

inserted in the AFM, provided the

information contained in the general revision

is identical to that specified in Canadair

Regional Jet Temporary Revision No. TR RJ/

43.

(3) Revise the Limitations section of the

FAA-approved AFM to include the following

information. The requirements of this

paragraph may be accomplished by inserting

a copy of this AD into the AFM.

‘‘Prior to the accomplishment of

Bombardier Alert Service Bulletin S.B.

A601R–27–054, dated June 12, 1995, when

the Mach trim system is disengaged, the

‘‘MACH TRIM’’ caution message will be

displayed on the Engine Indication and Crew

Alerting System (EICAS), and the Mach trim

engage/disengage switch ‘‘INOP’’ legend will

be illuminated. The EICAS message may be

scrolled out of view prior to takeoff, but the

switch ‘‘INOP’’ light will remain

illuminated.’’

New Requirements of This AD

(b) Within 18 months after the effective

date of this AD, replace the HSTCU with a

new HSTCU having part number 601R92301–

9, and reactivate the mach trim switch/light

(if deactivated), in accordance with

Bombardier Service Bulletin S.B. 601R–27–

053, Revision B, dated February 21, 1997.

Accomplishment of this modification

constitutes terminating action for the

requirements of paragraph (a) of this AD;

after the modification has been

accomplished, the previously required AFM

limitation may be removed.

Note 3: Accomplishment of paragraph (b)

of this AD, prior to the effective date of this

AD, in accordance with Bombardier Service

Bulletin S.B. 601R–27–053, dated May 27,

1996; or Revision A, dated August 26, 1996;

is considered acceptable for compliance with

the applicable actions specified in this

amendment.

(c) As of the effective date of this AD, no

person shall install on any airplane any
34576 Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations

HSTCU having part number 601R92301–5,

601R92301–7, or 601R92301–951.

(d)(1) 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, New York

Aircraft Certification Office (ACO), FAA,

Engine and Propeller Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, New York ACO.

(d)(2) Alternative methods of compliance

approved previously in accordance with AD

95–13–04, amendment 39–9325, are

approved as alternative methods of

compliance with this AD.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the New York ACO.

(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) The actions shall be done in accordance

with Bombardier Service Bulletin S.B. 601R–

27–053, Revision B, dated February 21, 1997.

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 Bombardier, Inc., Canadair Aerospace

Group, P.O. Box 6087, Station Centre-ville,

Quebec H3C 3G9, Canada. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Engine and

Propeller Directorate, New York Aircraft

Certification Office, 10 Fifth Street, Third

Floor, Valley Stream, New York; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Note 5: The subject of this AD is addressed

in Canadian airworthiness directive CF–95–

08R2, dated July 23, 1996.

(g) This amendment becomes effective on

July 30, 1998.

Issued in Renton, Washington, on June 15,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–16448 Filed 6–24–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95–NM–78–AD; Amendment

39–10614; AD 98–13–23]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Airbus Model

A300–600 series airplanes, that requires

inspections to detect corrosion and

cracking of the lower horizontal

stabilizer cutout longeron, the corner

fitting, the skin strap, and the outer

skin; and repair, if necessary. This

amendment is prompted by cracking

found at the lower corner of the

horizontal stabilizer cutout longeron

during a full scale fatigue test. The

actions specified by this AD are

intended to prevent such cracking,

which could result in reduced structural

integrity of the horizontal-stabilizer

cutout longeron.

DATES: Effective July 30, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 30,

1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

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:

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 certain Airbus

Model A300–600 series airplanes was

published in the Federal Register on

December 12, 1995 (60 FR 63665). That

action proposed to require repetitive

visual and eddy current inspections to

detect corrosion and fatigue cracking of

the lower horizontal stabilizer cutout

longeron, the corner fitting, the skin

strap, and the skin between FR87 and

FR89 and between STGR24 and

STGR27, left-hand and right-hand. That

action also proposed to require

repetitive rotating probe inspections to

detect cracks in the fastener holes at the

same locations; and repair or certain

follow-on actions, if necessary.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Support for the Proposal

One commenter has no objection to

the proposed rule.

Request to Revise Compliance Time to

Permit ‘‘Adjustment of Range’’

One commenter, the manufacturer,

requests that the compliance times for

the inspection threshold and the

repetitive intervals proposed be revised

to follow the recommendations of the

Airbus service bulletin specified in the

proposed rule. That service bulletin

specifies that inspection thresholds and

intervals may be adjusted based on

certain average flight operations of the

airplane. The commenter states that this

approach was approved by the Direction

Ge ́ne ́rale de l’Aviation Civile (DGAC),

which is the airworthiness authority for

France, in its approval of the service

bulletin.

The FAA does not concur that the

compliance times should be revised. As

explained in the proposal, the FAA has

determined that such adjustments may

not address the unsafe condition in a

timely manner. In developing

appropriate compliance times for the

proposed rule, the FAA considered not

only the manufacturer’s

recommendation, but the safety

implications involved with cracking of

the horizontal stabilizer cutout longeron

and the number of landings that had

been accumulated when cracking was

detected. Therefore, this AD does not

permit such adjustments, and no change

to the compliance times of the final rule

has been made. However, operators may

request approval of an adjustment of the

compliance time under the provisions of

paragraph (f) of this AD, provided that

such adjustment provides an acceptable

level of safety.

Remove Touch-and-Go Landings From

the Total Number of Landings

This same commenter requests that

touch-and-go landings not be included

in calculating the total number of