Federal Register / Vol. 63, No. 123 / Friday, June 26, 1998 /Rules and Regulations 34789

TABLE 1.—VFR ROTORCRAFT FIELD

STRENGTH VOLTS/METER—Continued

Frequency Peak Average

100–500 ........................ 200 200

500–2000 ...................... 200 200

2–30 MHz ...................... 200 200

30–100 .......................... 200 200

100–200 ........................ 200 200

200–400 ........................ 200 200

400–700 ........................ 730 200

700–1000 ...................... 1400 240

1–2 GHz ........................ 5000 250

2–4 ................................ 6000 490

4–6 ................................ 7200 400

6–8 ................................ 1100 170

8–12 .............................. 5000 330

12–18 ............................ 2000 330

18–40 ............................ 1000 420

TABLE 2.—IFR ROTORCRAFT FIELD

STRENGTH VOLTS/METER

Frequency Peak Average

10–100 KHz .................. 50 50

100–500 ........................ 50 50

500–2000 ...................... 50 50

2–30 MHz ...................... 100 100

30–70 ............................ 50 50

70–100 .......................... 50 50

100–200 ........................ 100 100

200–400 ........................ 100 100

400–700 ........................ 700 50

700–1000 ...................... 700 100

1–2 GHz ........................ 2000 200

2–4 ................................ 3000 200

4–6 ................................ 3000 200

6–8 ................................ 1000 200

8–12 .............................. 3000 300

12–18 ............................ 2000 200

18–40 ............................ 600 200

Applicability

As previously discussed, this special

condition is applicable to the Model

AS–350 B3 helicopter. Should

Eurocopter apply at a later date for a

change to the type certificate to include

another model incorporating the same

novel or unusual design feature, the

special condition would apply to that

model as well under the provisions of

§ 21.101(a)(1).

Conclusion

This action affects only certain novel

or unusual design features on one model

helicopter. It is not a rule of general

applicability and affects only the

applicant who applied to the FAA for

approval of these features on the

helicopter.

The substance of this special

condition has been subjected to the

notice and comment procedure in

several prior instances and has been

derived without substantive change

from those previously issued. It is

unlikely that prior public comment

would result in a significant change

from the substance contained herein.

For this reason and because a delay

would significantly affect the

certification of the helicopter, which is

imminent, the FAA has determined that

prior public notice and comment are

unnecessary and impracticable, and

good cause exists for adopting this

special condition upon issuance. The

FAA is requesting comments to allow

interested persons to submit views that

may not have been submitted in

response to the prior opportunities for

comment described above.

List of Subjects in 14 CFR Parts 21 and

27

Aircraft, Air transportation, Aviation

safety, Rotorcraft, Safety.

The authority citation for this special

condition is as follows: 42 U.S.C. 7572;

49 U.S.C. 106(g), 40105, 40113, 44701–

44702, 44704, 44709, 44711, 44713,

44715, 45303.

The Special Condition

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the following special

condition is issued as part of the type

certification basis for Eurocopter Model

AS–350 B3 ‘‘Ecureuil’’ helicopters.

Protection for Electrical and Electronic

Systems from High Intensity Radiated

Fields

Each system that performs critical

functions must be designed and

installed to ensure that the operation

and operational capabilities of these

critical functions are not adversely

affected when the helicopter is exposed

to high intensity radiated fields external

to the helicopter.

Issued in Fort Worth, Texas, on April 30,

1998.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 98–16959 Filed 6–25–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–SW–39–AD; Amendment

39–10630; AD 98–13–39]

RIN 2120–AA64

Airworthiness Directives; Eurocopter

France Model AS 332C, L, and L1

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to Eurocopter France Model

AS 332C, L, and L1 helicopters that

requires initial and repetitive

inspections of the tail rotor shaft

flapping hinge retainers (retainers) for

cracks. This amendment is prompted by

a report of high vibrations occurring on

a helicopter while in service due to a

cracked retainer. The actions specified

by this AD are intended to detect cracks

on the retainers that could lead to high

tail rotor vibrations, loss of tail rotor

control, and subsequent loss of control

of the helicopter.

EFFECTIVE DATE: July 31, 1998.

FOR FURTHER INFORMATION CONTACT: Mr.

Mike Mathias, Aerospace Engineer,

FAA, Rotorcraft Directorate, Rotorcraft

Standards Staff, 2601 Meacham Blvd.,

Fort Worth, Texas 76137, telephone

(817) 222–5123, fax (817) 222–5961.

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 Eurocopter France

Model AS 332C, L, and L1 helicopters

was published in the Federal Register

on April 1, 1998 (63 FR 15791). That

action proposed to require initial and

repetitive inspections of the retainers for

cracks.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposal or the FAA’s determination of

the cost to the public. The FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed.

The FAA estimates that 4 helicopters

of U.S. registry will be affected by this

AD, that it will take approximately 0.5

work hours per helicopter to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Required parts, if replacement of the

retainers on the tail rotor blades is

necessary, would cost approximately

$56,900 per helicopter. Based on these

figures, the total cost impact of the AD

on U.S. operators is estimated to be

$252,080, assuming that the retainers on

the tail rotor blades are replaced on all

4 helicopters and each helicopter is dye

penetrant inspected 200 times per year.

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
34790 Federal Register / Vol. 63, No. 123 / Friday, June 26, 1998 /Rules and Regulations

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 a new airworthiness directive to

read as follows:

AD 98–13–39 Eurocopter France:

Amendment 39–10630. Docket No. 97–

SW–39–AD.

Applicability: AS 332C, L, and L1

helicopters, with tail rotor shaft flapping

hinge retainer, part number 330A33.3165.00,

installed, certificated in any category.

Note 1: This AD applies to each helicopter

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

helicopters that have been modified, altered,

or repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must use the authority

provided in paragraph (c) to request approval

from the FAA. This approval may address

either no action, if the current configuration

eliminates the unsafe condition, or different

actions necessary to address the unsafe

condition described in this AD. Such a

request should include an assessment of the

effect of the changed configuration on the

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any helicopter

from the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To detect cracks on a tail rotor shaft

flapping hinge retainer (retainer) that could

lead to high tail rotor vibrations, loss of tail

rotor control, and subsequent loss of control

of the helicopter, accomplish the following:

(a) Prior to further flight, and thereafter

before the first flight of each day, perform a

dye penetrant inspection of each retainer for

cracks.

(b) If a crack is found on any retainer,

replace it with an airworthy retainer.

Note 2: Eurocopter Service Bulletin No.

05.00.41, dated January 29, 1996, pertains to

the subject of this AD.

(c) 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, Rotorcraft

Standards Staff, Rotorcraft Directorate, FAA.

Operators shall submit their requests through

an FAA Principal Maintenance Inspector,

who may concur or comment and then send

it to the Manager, Rotorcraft Standards Staff.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Rotorcraft Standards Staff.

(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 helicopter

to a location where the requirements of this

AD can be accomplished.

(e) This amendment becomes effective on

July 31, 1998.

Note 4: The subject of this AD is addressed

in Direction Generale De L’Aviation Civile

(France) AD 96–074–057(B), dated March 27,

1996.

Issued in Fort Worth, Texas, on June 18,

1998.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 98–17041 Filed 6–25–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–SW–11–AD; Amendment

39–10633; AD 98–06–04]

RIN 2120–AA64

Airworthiness Directives; Eurocopter

France Model AS332C, L, and L1 and

Model SA330F, G, and J Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting Airworthiness Directive (AD)

98–06–04 which was sent previously to

all known U.S. owners and operators of

Eurocopter France Model AS332C, L,

and L1 and Model SA330F, G, and J

helicopters by individual letters. This

AD requires performing a procedure to

determine the angular play of the tail

rotor gearbox, and repeating the

procedure at certain intervals. This

amendment is prompted by an accident

involving a Model SA330 helicopter

which resulted from the loss of the tail

rotor drive. An investigation determined

that the loss of the tail rotor drive was

caused by excessive play between the

tail rotor gearbox bevel gear and the

bevel wheel. This condition, if not

corrected, could result in failure of the

tail rotor gearbox, loss of tail rotor drive,

and subsequent loss of control of the

helicopter.

DATES: Effective July 13, 1998, to all

persons except those persons to whom

it was made immediately effective by

priority letter AD 98–06–04, issued on

March 4, 1998, which contained the

requirements of this amendment.

Comments for inclusion in the Rules

Docket must be received on or before

August 25, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 98–SW–11–

AD, 2601 Meacham Blvd., Room 663,

Fort Worth, Texas 76137.

FOR FURTHER INFORMATION CONTACT: Mr.

Scott Horn, Aerospace Engineer, FAA,

Rotorcraft Directorate, Rotorcraft

Standards Staff, 2601 Meacham Blvd.,

Fort Worth, Texas 76137, telephone

(817) 222–5125, fax (817) 222–5961.

SUPPLEMENTARY INFORMATION: On March

4, 1998, the FAA issued priority letter

AD 98–06–04, applicable to Eurocopter

France Model AS332C, L, and L1 and

Model SA330F, G, and J helicopters,

which requires performing a procedure

to determine the play of the tail rotor

gearbox within 25 hours time-in-service

(TIS), and repeating the procedure at

intervals of 100 hours TIS or 520 hours

TIS depending on the amount of play

that is detected. That action was

prompted by an accident involving a

Model SA330 helicopter that occurred

on October 21, 1997, which resulted

from the loss of the tail rotor drive. An

investigation determined that the loss of

tail rotor drive was caused by excessive

play between the tail rotor gearbox bevel

gear and the bevel wheel. This

condition, if not corrected, could result

in failure of the tail rotor gearbox, loss