26700 Federal Register / Vol. 60, No. 96 / Thursday, May 18, 1995 / Proposed Rules

having P/N 311N5067–1 may not be installed

on the same strut that has a corrosionresistant steel (CRES) fuse pin having P/N

311N5217–1 installed on that strut. However,

fuse pins on one strut may differ from those

on another strut, provided the fuse pins are

not of mixed types on the same strut.

(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, Seattle

Aircraft Certification Office (ACO), 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, Seattle ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(g) Special flight permits may be issued in

accordance with §§ 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.

Issued in Renton, Washington, on May 12,

1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–12207 Filed 5–17–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–18–AD]

Airworthiness Directives; Bombardier

Model CL–600–1A11 (CL–600), CL–

600–2A12 (CL–601), CL–600–2B16 (CL–

601–3A and –3R), and CL–600–2B19

(Regional Jet Series 100) Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

supersedure of an existing airworthiness

directive (AD), applicable to certain

Bombardier Model CL–600–1A11, CL–

600–2A12, CL–600–2B16, and CL–600–

2B19 series airplanes, that currently

requires an inspection to detect cracking

in the rudder control quadrant;

replacement of any cracked quadrant

with a new assembly; and retorquing of

the castellated nut, as necessary. This

action would require a follow-on

inspection of certain rudder control

quadrants to detect cracks that start at

the inside root radius of the spigot;

modification of any cracked quadrant;

and eventual modification of certain

quadrants. This action also would add

airplanes to the applicability of the

existing AD. This proposal is prompted

by the development of a modification,

which, when installed, will positively

address the identified unsafe condition.

The actions specified by the proposed

AD are intended to prevent loss of

rudder control due to stress corrosion of

the rudder control quadrant.

DATES: Comments must be received by

June 19, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

18–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

Canadair, Aerospace Group, P.O. Box

6087, Station Centre-ville, Quebec H3C

3G9, Canada. This information may be

examined 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.

FOR FURTHER INFORMATION CONTACT:

Franco Pieri, Aerospace Engineer,

Airframe 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–

7526; fax (516) 568–2716.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed 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

summarizing each FAA-public contact

concerned with the substance of this

proposal 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 95–NM–18–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–103, Attention: Rules Docket No.

95–NM–18–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

On November 1, 1993, the FAA issued

AD 93–22–04, amendment 39–8729 (58

FR 59161, November 8, 1993), which is

applicable to certain Bombardier Model

CL–600–1A11 (CL–600), CL–600–2A12

(CL–601), CL–600–2B16 (CL–601–3A

and –3R), and CL–600–2B19 (Regional

Jet Series 100) series airplanes. That AD

requires a one-time ultrasonic or

fluorescent penetrant inspection to

detect cracking in the rudder control

quadrant; replacement of any cracked

quadrant with a new assembly; and

retorquing of the castellated nut, as

necessary. That action was prompted by

a report of an in-flight failure of a

rudder control quadrant, which resulted

from stress corrosion. The requirements

of that AD are intended to prevent loss

of rudder control.

In the preamble to AD 93–22–04, the

FAA indicated that it considered that

AD to be interim action, and that further

rulemaking action would be considered

once final action was identified.

Bombardier has now developed a

modification that will positively address

the unsafe condition described in the

AD by providing better resistance of the

rudder quadrant against stress

corrosion.

Bombardier has issued the following

service bulletins, which describe

procedures for a one-time ultrasonic

inspection of certain rudder control

quadrants to detect cracks that start at

the inside root radius of the spigot, and

modification of any cracked quadrant.

1. Canadair Challenger Service

Bulletin No. 600–0637, Revision 1,

dated November 15, 1994 (for Model

CL–600–1A11 series airplanes);

2. Canadair Challenger Service

Bulletin No. 601–0426, Revision 1,

dated November 15, 1994 (for Model

CL–600–2A12 and –2B16 series

airplanes); and
Federal Register / Vol. 60, No. 96 / Thursday, May 18, 1995 / Proposed Rules 26701

3. Canadair Regional Jet Alert Service

Bulletin S.B. A601R–27–011, Revision

‘A,’ dated September 21, 1993, as

revised by Notice of Revision A601R–

27–011A–1, dated October 6, 1993, or

Notice of Revision A601R–27–011A–2,

dated June 14, 1994 (for Model CL–600–

2B19 series airplanes).

The first two service bulletins also

describe procedures for eventual

modification of certain rudder control

quadrants. (Bombardier issued Canadair

Service Bulletin S.B. 601R–27–015,

Revision ‘A,’ dated October 31, 1994, to

specify these procedures for Model CL–

600–2B19 series airplanes.) The

modification involves removal and

disassembly of the quadrant assembly

and installation of a modified quadrant

assembly.

Transport Canada Aviation, which is

the airworthiness authority for Canada,

classified these service bulletins as

mandatory and issued Canadian

airworthiness directive CF–94–23, dated

December 1, 1994, in order to assure the

continued airworthiness of these

airplanes in Canada.

These airplane models are

manufactured in Canada and are type

certificated for operation in the United

States under the provisions of § 21.29 of

the Federal Aviation Regulations (14

CFR 21.29) and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

Transport Canada Aviation has kept the

FAA informed of the situation described

above. The FAA has examined the

findings of Transport Canada Aviation,

reviewed all available information, and

determined that AD action is necessary

for products of this type design that are

certificated for operation in the United

States.

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design registered in the United

States, the proposed AD would

supersede AD 93–22–04. It would no

longer require the inspections currently

specified in that AD, but would require

instead a one-time ultrasonic inspection

of certain rudder control quadrants to

detect cracks that start at the inside root

radius of the spigot; modification of any

cracked quadrant; and eventual

modification of certain quadrants. These

actions would be required to be

accomplished in accordance with the

service bulletins described previously.

This proposed AD also would expand

the applicability of the existing rule to

include additional airplanes that have

been identified as subject to the

addressed unsafe condition.

As a result of recent communications

with the Air Transport Association

(ATA) of America, the FAA has learned

that, in general, some operators may

misunderstand the legal effect of AD’s

on airplanes that are identified in the

applicability provision of the AD, but

that have been altered or repaired in the

area addressed by the AD. The FAA

points out that all airplanes identified in

the applicability provision of an AD are

legally subject to the AD. If an airplane

has been altered or repaired in the

affected area in such a way as to affect

compliance with the AD, the owner or

operator is required to obtain FAA

approval for an alternative method of

compliance with the AD, in accordance

with the paragraph of each AD that

provides for such approvals. A note has

been included in this notice to clarify

this long-standing requirement.

The FAA estimates that 212 airplanes

of U.S. registry would be affected by this

proposed AD.

Accomplishment of the proposed

inspection would take approximately 4

work hours per airplane, at an average

labor rate of $60 per work hour. Based

on these figures, the total cost impact of

the proposed inspection action on U.S.

operators is estimated to be $50,880, or

$240 per airplane.

Accomplishment of the proposed

modification would take approximately

20 work hours per airplane, at an

average labor rate of $60 per work hour.

Required parts would be provided by

the manufacturer at no cost to operators.

Based on these figures, the total cost

impact of the proposed modification

action on U.S. operators is estimated to

be $254,400, or $1,200 per airplane.

Based on the figures discussed above,

the total cost impact of this proposed

rule on U.S. operators is estimated to be

$305,280. This total cost impact figure

is based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted.

The regulations proposed herein

would 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

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, 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 copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting 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.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–8729 (58 FR

59161, November 8, 1993), and by

adding a new airworthiness directive

(AD), to read as follows:

Bombardier, Inc. (Formerly Canadair):

Docket 95–NM–18–AD. Supersedes AD 93–

22–04, Amendment 39–8729.

Applicability: Model CL–600–1A11 (CL–

600) series airplanes, serial numbers 1004

through 1085 inclusive; Model CL–600–2A12

(CL–601) series airplanes, serial numbers

3001 through 3066 inclusive; Model CL–600–

2B16 (CL–601–3A and –3R) series airplanes,

serial numbers 5001 through 5147 inclusive;

and CL–600–2B19 (Regional Jet Series 100)

series airplanes, serial numbers 7003 through

7038 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 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,
26702 Federal Register / Vol. 60, No. 96 / Thursday, May 18, 1995 / Proposed Rules

alteration, or repair remove any airplane from

the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent loss of rudder control,

accomplish the following:

(a) Within 45 days after the effective date

of this AD, perform an ultrasonic inspection

to detect cracks at the inside root radius of

the spigot of the rudder quadrant, part

number (P/N) 600–92614–1 (original

quadrant) or P/N 600–92614–3 (quadrant

modified with undercut), in accordance with

the procedures specified in Canadair

Challenger Service Bulletin No. 600–0637,

Revision 1, dated November 15, 1994 (for

Model CL–600–1A11 series airplanes);

Canadair Challenger Service Bulletin No.

601–0426, Revision 1, dated November 15,

1994 (for Model CL–600–2A12 and –2B16

series airplanes); or Canadair Regional Jet

Alert Service Bulletin S.B. A601R–27–011,

Revision ‘A,’ dated September 21, 1993, as

revised by Notice of Revision A601R–27–

011A–1, dated October 6, 1993, and Notice

of Revision A601R–27–011A–2, dated June

14, 1994 (for Model CL–600–2B19 series

airplanes); as applicable. A fluorescent

penetrant inspection may be accomplished in

lieu of the ultrasonic inspection provided

that the rudder control quadrant assembly is

removed prior to inspection.

Accomplishment of the modification

required by paragraph (b) of this AD

eliminates the need for the inspection

required by this paragraph, provided that the

modification is accomplished within 45 days

after the effective date of this AD.

Note 2: Rudder quadrants having P/N’s

600–92614–1 and –3 are part of the rudder

quadrants having P/N’s 600–92619–1 and –5,

respectively.

(1) If any crack is detected, prior to further

flight, modify the rudder control quadrant in

accordance with Canadair Service Bulletin

No. 600–0637, Revision 1, dated November

15, 1994 (for Model CL–600–1A11 series

airplanes); Canadair Service Bulletin No.

601–0426, Revision 1, dated November 15,

1994 (for Model CL–600–2A12 and –2B16

series airplanes); or Canadair Service Bulletin

S.B. A601R–27–015, Revision ‘A,’ dated

October 31, 1994 (for Model CL–600–2B19

series airplanes); as applicable.

(2) If no crack is detected, no further action

is required by paragraph (a) of this AD.

(b) Within 6 months after the effective date

of this AD, modify the rudder control

quadrant, P/N 600–92619–1 or 600–92619–5,

in accordance with Canadair Service Bulletin

No. 600–0637, Revision 1, dated November

15, 1994 (for Model CL–600–1A11 series

airplanes); Canadair Service Bulletin No.

601–0426, Revision 1, dated November 15,

1994 (for Model CL–600–2A12 and –2B16

series airplanes); or Canadair Service Bulletin

S.B. A601R–27–015, Revision ‘A,’ dated

October 31, 1994 (for Model CL–600–2B19

series airplanes); as applicable.

Accomplishment of this modification

eliminates the need for the inspection

required by paragraph (a) 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, 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.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the New York ACO.

(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 airplane to

a location where the requirements of this AD

can be accomplished.

Issued in Renton, Washington, on May 12,

1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–12208 Filed 5–17–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–129–AD]

Airworthiness Directives; British

Aerospace Model BAe 146–100A and

–200A Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain British Aerospace Model BAe

146–100A and –200A airplanes. This

proposal would require modification of

the glareshield and certain electrical

equipment of the airplane. This

proposal is prompted by a report

indicating that, if the lift spoilers fail to

deploy on landing, the flight crew may

not receive any indication that this

situation exists. The actions specified by

the proposed AD are intended to ensure

that the flight crew is advised when the

lift spoilers fail to deploy on landing;

such failure could result in the airplane

overrunning the end of the runway

during landing.

DATES: Comments must be received by

June 29, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

129–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

Avro International Aerospace, Inc.,

22111 Pacific Blvd., Sterling, Virginia

20166. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

William Schroeder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2148; fax (206) 227–1320.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed 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

summarizing each FAA-public contact

concerned with the substance of this

proposal 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 94–NM–129–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–103, Attention: Rules Docket No.

94–NM–129–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Civil Aviation Authority (CAA),

which is the airworthiness authority for

the United Kingdom, recently notified

the FAA that an unsafe condition may

exist on certain British Aerospace