Federal Register / Vol. 63, No. 127 /Thursday, July 2, 1998 /Rules and Regulations 36161

(b) Within 90 days or 700 flight cycles after

the effective date of this AD, whichever

occurs later, perform a detailed visual

inspection to detect deformation or fatigue

damage of the bolt at the upper inboard

attachment of the FEMS fitting; perform a

torque check to detect any bolt that is underor over-torqued; and perform an ultrasonic

inspection to detect any cracking of the bolt;

in accordance with the Accomplishment

Instructions of Boeing Service Bulletin 737–

54–1007, Revision 1, dated March 26, 1998.

(1) If no bolt deformation or fatigue

damage, under- or over-torqued nut, or

fatigue cracking is found: Thereafter, repeat

the detailed visual inspection and torque

check required by paragraph (b) of this AD

at intervals not to exceed 700 flight cycles.

Additionally, repeat the ultrasonic inspection

two more times at intervals not to exceed 700

flight cycles, but no earlier than 600 flight

cycles.

(2) If any deformation, fatigue damage, or

fatigue cracking of the inboard attachment

bolt is found during any inspection required

by this paragraph: Prior to further flight,

replace the inboard attachment bolt and nut

with a new Nickel Alloy 718 bolt and

associated nut in accordance with the service

bulletin. Replacement of the inboard

attachment bolt and nut in accordance with

the service bulletin constitutes terminating

action for the repetitive inspection

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

(b)(3) of this AD.

(3) If the torque check shows that a nut is

torqued to any value outside the limits of 440

to 650 pound-inches, prior to further flight,

accomplish paragraphs (b)(3)(i) and (b)(3)(ii)

of this AD.

(i) Loosen the affected nut enough to

demonstrate that a minimum run-on torque

value of 18 pound-inches can be achieved. If

this value cannot be achieved, install a new

nut in accordance with the service bulletin,

and repeat the run-on torque check prior to

tightening the nut to 440–650 inch pounds.

If a run-on torque value of 18 pound-inches

still cannot be achieved, prior to further

flight, replace the inboard attachment bolt

and nut with a new Nickel Alloy 718 bolt

and associated nut in accordance with the

service bulletin.

(ii) Tighten the affected nut to 440–650

pound-inches in accordance with the service

bulletin.

(c) Within 90 days or 700 flight cycles after

the effective date of this AD, whichever

occurs later, perform a detailed visual

inspection to detect any cracked or severed

lug of the outboard support link attachment

of the FEMS fitting, in accordance with the

Accomplishment Instructions of Boeing

Service Bulletin 737–54–1009, Revision 1,

dated March 26, 1998.

(1) If no cracked or severed lug is detected:

Repeat the detailed visual inspection

required by paragraph (c) thereafter at

intervals not to exceed 700 flight cycles, or

perform the optional terminating

modification, in accordance with Part II of

the Accomplishment Instructions of the

service bulletin. Where the service bulletin

specifies that the manufacturer may be

contacted for disposition of certain repair

conditions, repair in accordance with a

method approved by the Manager, Seattle

ACO. Accomplishment of this modification

constitutes terminating action for the

repetitive inspection requirements of

paragraph (c) of this AD.

(2) If any cracked or severed lug is found,

prior to further flight, accomplish the

requirements of paragraphs (c)(2)(i) and

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

(i) Replace the FEMS fitting with a

‘‘serviceable’’ or a ‘‘newer-type’’ FEMS fitting

in accordance with Accomplishment

Instructions of Boeing Service Bulletin 737–

54A1012, Revision 4, dated March 26, 1998.

Replacement of the FEMS fitting with a

‘‘newer-type’’ FEMS fitting in accordance

with the service bulletin constitutes

terminating action for the repetitive

inspection requirements of paragraph (a) of

this AD.

(ii) Install a new bearing, which is inserted

into the lug of the replacement FEMS fitting,

in accordance with the Accomplishment

Instructions of Boeing Service Bulletin 737–

54–1009, Revision 1, dated March 26, 1998.

Replacement of the existing bearing with an

improved bearing constitutes terminating

action for the repetitive inspection

requirements of the lug that are specified in

paragraph (c) of this AD.

(d) Within 20 days after accomplishing the

initial inspections required by paragraphs (a),

(b), and (c) of this AD, or within 20 days after

the effective date of this AD, whichever

occurs later, submit a report of the inspection

results (adverse findings only) to the

Manager, Seattle ACO, FAA, Transport

Airplane Directorate, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056; fax

(425) 227–1181. Required information for

each report must include the following: A

description of the adverse finding, airplane

serial number and total flight cycles and

flight hours accumulated, number of flight

cycles and flight hours accumulated since the

last engine change, and the number of flight

cycles and flight hours accumulated since the

last inspection of the affected part.

Information collection requirements

contained in this regulation have been

approved by the Office of Management and

Budget (OMB) under the provisions of the

Paperwork Reduction Act of 1980 (44 U.S.C.

3501 et seq.) and have been assigned OMB

Control Number 2120–0056.

(e) 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, Seattle

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Seattle ACO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(f) 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.

(g) Except as provided in paragraph (c)(1)

of this AD, the actions shall be done in

accordance with Boeing Service Bulletin

737–54A1012, Revision 4, dated March 26,

1998; Boeing Service Bulletin 737–54–1007,

Revision 1, dated March 26, 1998; and

Boeing Service Bulletin 737–54–1009,

Revision 1, dated March 26, 1998. 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 Boeing

Commercial Airplane Group, P.O. Box 3707,

Seattle, Washington 98124–2207. 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.

(h) This amendment becomes effective on

July 17, 1998.

Issued in Renton, Washington, on June 25,

1998.

John J. Hickey,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–17523 Filed 7–1–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 98–ASO–6]

Amendment of Class E Airspace;

Daytona Beach, FL; Correction

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule; correction.

SUMMARY: This action corrects an error

in the geographic position coordinates

of a final rule that was published in the

Federal Register on June 19, 1998, (63

FR 33544) Airspace Docket No. 98–

ASO–6. The final rule modified Class E

airspace at Daytona Beach, FL.

EFFECTIVE DATE: 0901 UTC, August 13,

1998.

FOR FURTHER INFORMATION CONTACT:

Nancy B. Shelton, Manager, Airspace

Branch, Air Traffic Division, Federal

Aviation Administration, P.O. Box

20636, Atlanta, Georgia 30320;

telephone (404) 305–5586.

SUPPLEMENTARY INFORMATION:

History

Federal Register Document 98–16355,

Airspace Docket No. 98–ASO–6,

published on June 19, 1998 (63 FR

33544), amended the Class E surface

area airspace at Daytona Beach, FL. A

VHF Omnidirectional Range (VOR) or

Global Positioning System (GPS)

Runway (RWY) 17 Standard Instrument

Approach Procedure (SIAP) has been

developed for Ormond Beach Municipal
36162 Federal Register / Vol. 63, No. 127 /Thursday, July 2, 1998 /Rules and Regulations

Aiport. The geographic position

coordinates as published in the Federal

Register on June 19, 1998, for the

Daytona Beach, FL, Spruce Creek

Airport are incorrect. This action

corrects that error.

Correction to Final Rule

Accordingly, pursuant to the

authority delegated to me, the

geographic position coordinates at

Daytona Beach, FL, as published in the

Federal Register on June 19, 1998 (63

FR 33544), (FR 98–16355) and the

description in FAA Order 7400.9E,

which is incorporated by reference in 14

CFR 71.1, are corrected as follows:

§ 71.1 [Corrected]

ASO FL E5 Daytona Beach, FL

[Corrected]

On page 33544, in column 3, in the

Daytona Beach, FL, airspace, under

Spruce Creek Airport, correct ‘‘(Lat.

20°04′49′′N., long. 81°03′27′′W.)’’ to

read ‘‘(Lat. 29°04′49′′N., long.

81°02′48′′W.)’’.

Issued in College Park, Georgia, on June 22,

1998.

Nancy B. Shelton,

Acting Manager, Air Traffic Division,

Southern Region.

[FR Doc. 98–17489 Filed 7–1–98; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 97

[Docket No. 29262; Amdt. No. 1877]

RIN 2120–AA65

Standard Instrument Approach

Procedures; Miscellaneous

Amendments

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This amendment establishes,

amends, suspends, or revokes Standard

Instrument Approach Procedures

(SIAP’s) for operations at certain

airports. These regulatory actions are

needed because of the adoption of new

or revised criteria, or because of changes

occurring in the National Airspace

System, such as the commissioning of

new navigational facilities, addition of

new obstacles, or changes in air traffic

requirements. These changes are

designed to provide safe and efficient

use of the navigable airspace and to

promote safe flight operations under

instrument flight rules at the affected

airports.

DATES: An effective date for each SIAP

is specified in the amendatory

provisions.

Incorporation by reference—approved

by the Director of the Federal Register

on December 31, 1980, and reapproved

as of January 1, 1982.

ADDRESSES: Availability of matters

incorporated by reference in the

amendment is as follows:

For Examination

1. FAA Rules Docket, FAA

Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591;

2. The FAA Regional Office of the

region in which the affected airport is

located; or

3. The Flight Inspection Area Office

which originated the SIAP.

For Purchase

Individual SIAP copies may be

obtained from:

1. FAA Public Inquiry Center (APA–

200), FAA Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591; or

2. The FAA Regional Office of the

region in which the affected airport is

located.

By Subscription

Copies of all SIAP’s, mailed once

every 2 weeks, are for sale by the

Superintendent of Documents, U.S.

Government Printing Office,

Washington, DC 20402.

FOR FURTHER INFORMATION CONTACT:

Donald P. Pate, Flight Procedure

Standards Branch (AMCAFS–420),

Flight Technologies and Programs

Division, Flight Standards Service,

Federal Aviation Administration, Mike

Monroney Aeronautical Center, 6500

South MacArthur Blvd., Oklahoma City,

OK 73169 (Mail Address: P.O. Box

25082, Oklahoma City, OK 73125);

telephone: (405) 954–4164.

SUPPLEMENTARY INFORMATION: This

amendment to part 97 of the Federal

Aviation Regulations (14 CFR part 97)

establishes, amends, suspends, or

revokes SIAP’s. The complete regulatory

description of each SIAP is contained in

official FAA form documents which are

incorporated by reference in this

amendment under 5 U.S.C. 552(a), 1

CFR part 51, and 14 CFR 97.20 of the

Federal Aviation Regulations (FAR).

The applicable FAA Forms are

identified as FAA Form 8260–5.

Materials incorporated by reference are

available for examination or purchase as

stated above.

The large number of SIAP’s, their

complex nature, and the need for a

special format make their verbatim

publication in the Federal Register

expensive and impractical. Further,

airmen do not use the regulatory text of

the SIAP’s, but refer to their graphic

depiction on charts printed by

publishers of aeronautical materials.

Thus, the advantages of incorporation

by reference are realized and

publication of the complete description

of each SIAP contained in FAA form

documents is unnecessary. The

provisions of this amendment state the

affected CFR sections, with the types

and effective dates of the SIAP’s. This

amendment also identifies the airport,

its location, the procedure identification

and the amendment number.

This amendment to part 97 is effective

upon publication of each separate SIAP

as contained in the transmittal. The

SIAP’s contained in this amendment are

based on the criteria contained in the

United States Standard for Terminal

Instrument Approach Procedures

(TERPS). In developing these SIAP’s,

the TERPS criteria were applied to the

conditions existing or anticipated at the

affected airports.

The FAA has determined through

testing that current non-localizer type,

non-precision instrument approaches

developed using the TERPS criteria can

be flown by aircraft equipped with a

Global Positioning System (GPS) and/or

Flight Management System (FMS)

equipment. In consideration of the

above, the applicable SIAP’s will be

altered to include ‘‘or GPS or FMS’’ in

the title without otherwise reviewing or

modifying the procedure. (Once a stand

alone GPS or FMS procedure is

developed, the procedure title will be

altered to remove ‘‘or GPS or FMS’’ from

these non-localizer, non-precision

instrument approach procedure titles.)

The FAA has determined through

extensive analysis that current SIAP’s

intended for use by Area Navigation

(RNAV) equipped aircraft can be flown

by aircraft utilizing various other types

of navigational equipment. In

consideration of the above, those SIAP’s

currently designated as ‘‘RNAV’’ will be

redesignated as ‘‘VOR/DME RNAV’’

without otherwise reviewing or

modifying the SIAP’s.

Because of the close and immediate

relationship between these SIAP’s and

safety in air commerce, I find that notice

and public procedure before adopting

these SIAP’s are impracticable and

contrary to the public interest and,

where applicable, that good cause exists

for making some SIAP’s effective in less

than 30 days.