39492 Federal Register / Vol. 63, No. 141 /Thursday, July 23, 1998 /Rules and Regulations

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 98–ANE–26–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and is not a ‘‘significant regulatory

action’’ under Executive Order 12866. It

has been determined further that this

action involves an emergency regulation

under DOT Regulatory Policies and

Procedures (44 FR 11034, February 26,

1979). If it is determined that this

emergency regulation otherwise would

be significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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

adding the following new airworthiness

directive:

98–15–16 Bombardier-Rotax GmbH:

Amendment 39–10667. Docket 98–ANE–

26–AD.

Applicability: Bombardier-Rotax GmbH

912 F series reciprocating engines, with serial

numbers (S/Ns) 4,412.502 up to and

including S/N 4,412.764, installed on but not

limited to Diamond Aircraft Industries DA

20–A1 aircraft.

Note 1: This airworthiness directive (AD)

applies to each engine 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 engines 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 fuel leaks from the fuel pump,

which could result in undetected loss of fuel

in flight or an engine fire, accomplish the

following:

(a) At the earliest of: prior to exceeding 25

hours time in service (TIS) after the effective

date of this AD, the next engine maintenance

action, or upon discovery of a fuel pump

leak, install an improved fuel pump and fuel

supply tube in accordance with BombardierRotax GmbH Technical Bulletin (TB) No.

912–20 R1, dated February 10, 1998.

(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, Engine

Certification Office. Operators shall submit

their requests through an appropriate FAA

Principal Maintenance Inspector, who may

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.

(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 aircraft to

a location where the requirements of this AD

can be accomplished.

Note 3: Special flight permits may only be

issued to operators who exceed the 25 hour

TIS requirement.

(d) The actions required by this AD shall

be performed in accordance with the

following Bombardier-Rotax GmbH TB:

Document No. Pages Date

912–20 R1 ...... 1–5 February 10, 1998.

Total pages: 5.

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-Rotax GmbH, Welser

Strasse 32, A–4623 Gunskirchen, Austria;

telephone 7246–601–232, fax 7246–601–370.

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.

(e) This amendment becomes effective on

August 7, 1998.

Issued in Burlington, Massachusetts, on

July 15, 1998.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 98–19484 Filed 7–22–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–SW–22–AD; Amendment

39–10675; AD 98–15–26]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Helicopter Systems Model

369A, 369D, 369E, 369F, 369FF, 369H,

369HE, 369HM, 369HS, 500N, 600N, and

OH–6A Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

an existing priority letter Airworthiness

Directive (AD) 98–03–15, applicable to

McDonnell Douglas Helicopter Systems

(MDHS) Model 369, 369A, 369D, 369E,

369F, 369FF, 369H, 369HE, 369HM,

369HS, 500N, 600N, and OH–6

helicopters that currently requires an

inspection for main rotor blade (blade)

cracks and for missing or cracked

adhesive or paint. This amendment

requires the same inspections required

by the existing priority letter AD but

deletes the Model 369 (Army YOH–6A),

specifies recording torque events (TE),
Federal Register / Vol. 63, No. 141 /Thursday, July 23, 1998 /Rules and Regulations 39493

and establishes a shorter retirement life

for certain blades. This amendment is

prompted by an accident in which a

blade failed on a Model 369D helicopter

due to fatigue cracks. The actions

specified by this AD are intended to

detect cracks that could lead to failure

of the blade and subsequent loss of

control of the helicopter.

DATES: Effective August 3, 1998.

The incorporation by reference of

certain publications listed in the

regulations was approved previously by

the Director of the Federal Register as of

May 29, 1996 (61 FR 24220, May 14,

1996).

Comments for inclusion in the Rules

Docket must be received on or before

September 21, 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–22–

AD, 2601 Meacham Blvd., Room 663,

Fort Worth, Texas 76137.

The applicable service information

may be obtained from McDonnell

Douglas Helicopter Systems, Technical

Publications, Bldg. M615/GO48, 5000 E.

McDowell Road, Mesa, Arizona 85215–

9797, telephone 602–891–6522. This

information may be examined at the

FAA, Office of the Regional Counsel,

Southwest Region, 2601 Meacham

Blvd., Room 663 For Worth, Texas; or at

the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Mr. John L. Cecil, Aerospace Engineer,

FAA, Los Angeles Aircraft Certification

Office, 3960 Paramount Blvd.,

Lakewood, California 90712, telephone

(562) 627–5229, fax (562) 627–5210.

SUPPLEMENTARY INFORMATION: On

January 29, 1998, the FAA issued

Priority Letter AD 98–03–15, applicable

to Boeing MDHS Model 369, 369A,

369D, 369E, 369F, 369FF, 369H, 369HE,

369HM, 369HS, 500N, 600N, and OH–

6 helicopters, which requires an

inspection for blade cracks and for

missing or cracked adhesive or paint.

That priority letter AD was prompted by

an accident in which a blade failed on

a Boeing MDHS Model 369D helicopter

due to cracks. The blade that failed had

accumulated over 2,300 hours time-inservice (TIS). Subsequent investigation

revealed cracks in two other blades on

the same helicopter. Additionally, an

operator reported finding a blade crack

as a result of complying AD 98–01–13.

The cracks had initiated in the lower

doubler and propagated in a chordwise

direction through the blade skin and

spar. These fatigue cracks may have

been caused by residual stresses

induced by nonconforming doublers

used to construct the blade. A fatigue

crack in a blade creates an unsafe

condition. That condition, if not

detected, could result in failure of the

blade and subsequent loss of control of

the helicopter.

The FAA previously issued AD 95–

03–13, effective March 21, 1995, Docket

No. 94–SW–05–AD; AD 96–10–09,

effective May 29, 1996, Docket No. 96–

SW–02–AD; Priority Letter AD 98–01–

13, issued December 31, 1997, Docket

No. 97–SW–68–AD, and Priority Letter

AD 98–03–15 issued January 29, 1998,

Docket No. 98–SW–06–AD, all of which

mandate inspections in the same general

area. Priority Letter Ad 98–03–15

superseded Priority Letter AD 98–01–

13. This AD supersedes Priority Letter

AD 98–03–15. This AD does not

supersede AD 95–03–13 or AD 96–10–

09.

Since the issuance of AD 98–03–15,

the FAA has determined the need for

establishing and recording of torque

events (TE) plus the lowering of the

limit lives of the main rotor blades. The

FAA has reviewed Boeing McDonnell

Douglas Helicopter Systems Service

Bulletin No. SB369H–243R3, SB369E–

088R3, SB500N–015R3, SB369D–195R3,

SB369F–075R3, SB600N–007R2, dated

July 13, 1998 (SB). The SB describes

procedures for a visual inspection of

certain main rotor blades using a 10X

magnifying glass. The inspections are

intended to detect cracking of the lower

surface of each blade starting at the root

fitting and the doubler at the inboard

end of the blade and to detect

debonding between the blade root end

fitting and doubler if missing or cracked

adhesive or paint is observed. For all

affected helicopters except the Model

600N, with blades installed that have

600 or more hours TIS, the SB provides

that these inspections are to be

accomplished prior to further flight, and

thereafter at intervals not to exceed 25

hours TIS. For Model 600N helicopters,

the SB provides, prior to further flight,

removal of affected blades due to higher

blade stresses on this model as

compared to other affected models.

Additionally, this SB introduces flight

hour factoring as a means of addressing

certain low cycle fatigue by providing

an alternate retirement life for the

affected blades based on TE. The

manufacturer has determined that this

action would not affect any Model 369

(Army YOH–6A) helicopters. There are

no known Model 369 helicopters in the

U.S. fleet. Further, there were only two

Model 369 helicopters produced as

prototype Army YOH–6A. Therefore,

the Model 369 helicopter is deleted

from the SB. The FAA has also reviewed

McDonnell Douglas Helicopter Systems

Service Information Notice No. HN–239,

DN–188, EN–81, FN–67, NN–008, dated

October 27, 1965, which describes

procedures for an inspection for

debonding between the blade root end

fitting and doubler if missing or cracked

adhesive or paint is observed.

Since an unsafe condition has been

identified that is likely to exist or

develop on other MDHS Model 369A,

369D, 369E, 369F, 369FF, 369H, 369HE,

369HM, 369HS, 500N, 600N, and OH–

6A helicopters of the same type design,

this AD requires, before further flights,

and thereafter at intervals not to exceed

25 hours TIS, for affected blades that

have 600 or more hours TIS, a visual

inspection for cracks in the lower

surface of the blade root fitting and

doubler at the inboard end of the blade

and for missing or cracked adhesive or

paint at the root end-to-doubler bonding

line. The inspections will be

accomplished using a 10X or higher

magnifying glass. Blades will be

removed from service before or upon the

accumulation of a specified number of

TE or hours TIS, whichever occurs first.

Since this same unsafe condition is

likely to exist on MDHS Model 600N

helicopters and develop at a faster rate

because of higher blade stresses, this AD

requires removal of certain main rotor

blades prior to further flight and

replacement with airworthy blades.

The short compliance time involved

is required because the previously

described critical unsafe condition can

adversely affect the controllability and

structural integrity of the helicopter.

Therefore, inspecting for blade cracks

and missing or cracked adhesive or

paint, removing certain MDHS Model

600N helicopter blades, and reducing

the service life for the blades are

required prior to further flight, and this

Ad must be issued immediately.

Since issuance of Priority Letter 98–

03–15, the FAA has evaluated

additional data and has determined that

the reduction of the service life of the

affected blades is appropriate. The

actions are required to be accomplished

in accordance with this AD and Service

Information Notice No. HN–239, DN–

188, EN–81, FN–67, NN–008, dated

October 27, 1995, described previously.

Since a situation exists that require

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.

The FAA estimates that 1,030

helicopters of U.S. registry will be

affected by this AD, and it will take
39494 Federal Register / Vol. 63, No. 141 /Thursday, July 23, 1998 /Rules and Regulations

approximately 0.5 hours per helicopter

to determine whether an affected blade

is installed, 1 work hour per helicopter

with an affected blade for the initial

inspection, and 2.5 hours to replace a

blade at a rate of $60 per work hour.

Required parts will cost approximately

$6200 per blade. Based on these figures,

the total cost impact of the proposed AD

on U.S. operators is estimated to be

$3,799,980 to inspect the blades for

cracks and to replace 588 affected

blades.

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.

Communications should identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Comments wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. 98–SW–22–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this regulation

otherwise would be significant under

DOT Regulatory Policies and

Procedures, a final regulatory evaluation

will be prepared and placed in the Rules

Docket. A copy of it, if filed, 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 3913 is amended by adding

a new airworthiness directive (AD) to

read as follows:

AD 98–15–26 McDonnell Douglas

Helicopter Systems: Amendment 39–

10675. Docket No. 98–SW–22–AD.

Supersedes Priority Letter AD 98–08–15,

Docket No. 98–SW–06–AD.

Applicability: Model 369A, 369D, 369E,

369F, 369FF, 369H, 369HE, 369HM, 369HS,

500N, 600N, and OH–6A helicopters with

main rotor blades Part Number (P/N)

369A1100–507 with Serial Number (S/N)

D139 through D203, D209 through D223; P/

N 369D21100–517 with S/N H664, H665,

H667, H669, H671, H672, H674, H676, H679,

H680, H683 through H724, H726 through

H999, J000 through J039, J041 through J055;

or P/N 369D21102–517 with S/N 1976

through 2100, 2106 through 2115, 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 (f) 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,

alternation, or repair remove any helicopter

from the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

(a) For Model 369A, 369D, 369E, 369F,

369FF, 369H, 369HE, 369HM, 369HS, 500N,

and OH–6A helicopters with any affected

main rotor blade (blade) that has 600 or more

hours time-in-service (TIS), to detect cracks

that could lead to failure of the blade and

subsequent loss of control of the helicopter,

before further flight and thereafter at

intervals not to exceed 25 hours TIS,

accomplish the following:

(1) With each blade lifted off the droop

stop, using a 10X or higher magnifying glass,

visually inspect the blade for any chordwise

cracking starting at the root fitting edge on

the blade lower surface doubler and skin or

cracks on the doubler adjacent to the root end

fitting (Figure 1). If any cracking is

discovered, remove the blade and replace it

with an airworthy blade.

Note 2: Boeing McDonnell Douglas

Helicopter Systems Service Bulletin No.

SB369H–243R3, SB369E–088R3, SB500N–

015R3, SB369D–195R3, SB369F–075R3,

SB600N–007R2, dated July 13, 1998 (SB),

pertains to the subject of this AD.

(2) With each blade lifted off the droop

stop, inspect the lower surface for missing or

cracked adhesive or paint at the root end

fitting-to-doubler bond line (Figure 1). If any

missing or cracked adhesive or paint is

discovered, remove and inspect the blade in

accordance with paragraph 3E of Part II of the

Accomplishment Instructions in McDonnell

Douglas Helicopter Systems Service

Information Notice No. HN–239, DN–188,

EN–81, FN–67, NN–008, dated October 27,

1995. If there is any disbonding in excess of

the allowable margins specified in paragraph

3E of Part II of the service information notice,

replace the blade with an airworthy blade.

BILLING CODE 4910–13–M
Federal Register / Vol. 63, No. 141 /Thursday, July 23, 1998 /Rules and Regulations 39495

BILLING CODE 4910–13–C
39496 Federal Register / Vol. 63, No. 141 /Thursday, July 23, 1998 /Rules and Regulations

(b) For the Model 600N helicopters, before

further flight, remove any affected blade from

service and replace it with an airworthy

blade not listed in the applicability section

of this AD. Blades removed from the Model

600N helicopters are not eligible for use on

any rotorcraft.

Note 3: The recurring inspection

requirements, contained in paragraph (a) of

this AD, DO NOT apply to the Model 600N

helicopters.

(c) Affected blades are to be removed from

service on or before reaching either of the

applicable new life limits. The new life limits

are determined by hours TIS or number of

torque events (TE). A torque event is defined

as the transition to a hover from forward

flight. For this definition of TE, forward flight

is considered to be flight at any airspeed after

attaining translational lift.

(1) For blades that do not have TE logged,

prior to further flight, log the TE in the

rotorcraft log or equivalent record as follows:

(i) Log the number of TE, if known.

(ii) For noncargo hook operations, if the

number of TE is unknown, log 6 TE for each

hour TIS.

(iii) For cargo hook (external load)

operations, or for any combination of

noncargo hook operations and cargo hook

(external load) operations, if the number of

TE is unknown, log 20 TE for each hour TIS.

(2) Make any entry into the component

record or equivalent record to reflect new life

limits for blade P/N’s as follows:

(i) For P/N 369A1100–507, Models 369A,

369H, 369HE, 369HM, 369HS, and OH–6A,

enter 1,750 hours TIS or 10,600 TE,

whichever occurs first.

(ii) For P/N 369D21100–517, Models 369D

and 369E, enter 2,500 hours TIS or 15,000

TE, whichever occurs first.

(iii) For P/N 369D21102–517, Model 369F,

369FF, and 500N, enter 2,500 hours TIS or

15,000 TE, whichever occurs first.

(d) After compliance with paragraph (c) of

this AD, during each operation thereafter,

maintain a count of TE performed and

additional hours TIS accumulated, and, at

the end of each day’s operations, add those

counts to the accumulated number of TE and

hours TIS on the rotorcraft log or equivalent

record.

(e) The blades are no longer retired based

upon only hours TIS. This AD revises the

Airworthiness Limitations Section of the

maintenance manual by establishing a new

retirement life for certain blade P/N’s based

on hours TIS or a number of TE, whichever

occurs first.

(f) 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, Los

Angeles Aircraft Certification Office, FAA.

Operators shall submit their requests through

an FAA Principal Maintenance Inspector,

who may concur or comment and then send

it to the Manager, Los Angeles Aircraft

Certification Office.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles Aircraft

Certification Office.

(g) Special flight permits will not be

issued.

(h) The inspection required by paragraph

(a)(2) of this AD shall be done in accordance

with McDonnell Douglas Helicopter Systems

Service Information Notice No. HN–239, DN–

188, EN–81, FN–67, NN–008, dated October

27, 1995. This incorporation by reference was

approved previously by the Director of the

Federal Register as of May 29, 1996 (61 FR

24220, May 14, 1996). Copies may obtained

from McDonnell Douglas Helicopter Systems,

Commercial Technical Publications, Bldg.

M615/G048, 5000 E. McDowell Road, Mesa,

Arizona 85215–9797, telephone 602–891–

3667, fax 602–891–6522. Copies may be

examined at the FAA, Office of the Regional

Counsel, Southwest Region, 2601 Meachum

Blvd., Room 663, Fort Worth, Texas, or at the

Office of the Federal Register, 800 North

Capital Street NW., suite 700, Washington,

DC.

(i) This amendment becomes effective on

August 3, 1998.

Issued in Fort Worth, Texas, on July 17,

1998.

Henry A. Armstrong,

Manager, Rotorcraft Directorate, Aircraft

Certification Service.

[FR Doc. 98–19615 Filed 7–22–98; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–49–AD; Amendment

39–10449; AD 98–15–23]

RIN 2120–AA64

Airworthiness Directives; Saab Model

SAAB 340B Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Direct final rule; confirmation of

effective date.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Saab Model SAAB

340B series airplanes. This amendment

requires adjustment of the cargo baggage

net, replacement of baggage net

placards, and installation of new

baggage net placards. This amendment

is prompted by the issuance of

mandatory continuing airworthiness

information by a foreign civil

airworthiness authority. The actions

specified in this AD are intended to

prevent failure of the cargo bulkhead

floor attachments, which could result in

damage to the airplane structure and

possible injury to passengers and

crewmembers.

EFFECTIVE DATE: The direct final rule

published at 63 FR 16884 was effective

on July 6, 1998.

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: The FAA

published this direct final rule with

request for comments in the Federal

Register on April 7, 1998 (63 FR 16884).

The FAA uses the direct final

rulemaking procedure for a noncontroversial rule where the FAA

anticipates that there will be no adverse

public comment. This direct final rule

advised the public that no adverse

comments were anticipated, and that

unless a written adverse comment, or a

written notice of intent to submit such

an adverse comment, was received

within the comment period, the

regulation would become effective on

July 6, 1998. Comments were received

that were not adverse, and thus this

notice confirms that this final rule will

become effective on that date. The

FAA’s response to those comments are

included in the docket for this AD

action.

Issued in Renton, Washington, on July 14,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–19331 Filed 7–22–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 98–AGL–31]

Establishment of Class E Airspace;

Wilmington Clinton Field, OH

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action establishes Class

E airspace at Wilmington Clinton Field,

OH. A Global Positioning System (GPS)

Standard Instrument Approach

Procedure (SIAP) to Runway (Rwy) 21

has been developed for Wilmington

Clinton Field. Controlled airspace

extending upward from 700 to 1200 feet

above ground level (AGL) is needed to

contain aircraft executing the approach.

This action creates controlled for

Wilmington Clinton Field.

EFFECTIVE DATE: 0901 UTC, October 08,

1998.

FOR FURTHER INFORMATION CONTACT:

Michelle M. Behm, Air Traffic Division,