20910 Federal Register / Vol. 66, No. 81 / Thursday, April 26, 2001 / Rules and Regulations

Issued in Renton, Washington, on April 16,

2001.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–9878 Filed 4–25–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NE–12–AD; Amendment

39–12191; AD 2001–08–14]

RIN 2120–AA64

Airworthiness Directives; Turbomeca

S.A. Arrius Models 2B, 2B1, and 2F

Turboshaft Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD), that is

applicable to Turbomeca S.A. Arrius

Models 2B, 2B1, and 2F turboshaft

engines. This amendment requires the

replacement of the right injector half

manifold, left injector half manifold,

and privilege injector pipe. This

amendment is prompted by reports from

the Direction Generale de L’Aviation

Civile (DGAC), which is the

airworthiness authority for France, of

partially or totally blocked fuel injection

manifolds, which were found during

inspections at a repair workshop. The

actions specified by this AD are

intended to prevent engine flameout

during rapid deceleration, or the

inability to maintain the 2.5 minutes

one engine inoperative (OEI) rating. The

actions are also intended to prevent air

path cracks, due to blockage of the fuel

injection manifolds.

DATES: Effective date May 31, 2001. The

incorporation by reference of certain

publications listed in the regulations is

approved by the Director of the Federal

Register as of May 31, 2001.

ADDRESSES: The service information

referenced in this AD may be obtained

from Turbomeca S.A., 40220 Tarnos,

France; telephone: (33) 05 59 64 40 00;

fax: (33) 05 59 64 60 80. This

information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

James Rosa, Aerospace Engineer, Engine

Certification Office, FAA, Engine and

Propeller Directorate, 12 New England

Executive Park, Burlington, MA 01803–

5299; telephone: (781) 238–7152; fax:

(781) 238–7199.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an AD that is applicable to

Turbomeca S.A. Arrius Models 2B, 2B1,

and 2F turboshaft engines was

published in the Federal Register on

December 6, 2000 (65 FR 76187). That

action proposed to require the

replacement of the right injector half

manifold, left injector half manifold,

and privilege injector pipe with the

engine installed on the helicopter in

accordance with Turbomeca Alert

Service Bulletin (ASB) No. A319 73

2012, Revision 2, dated May 25, 1999,

for Arrius 2B and 2B1 turboshaft

engines, and ASB No. A319 73 4001,

Revision 3, dated May 25, 1999, for

Arrius 2F turboshaft engines.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Wording Changes

One commenter suggests that the

word ‘‘obtain’’ be substituted for the

word ‘‘maintain’’ in various places

throughout the rule.

The FAA does not agree. The word

‘‘maintain’’ in this case refers to a rating

which is required in the type certificate

data sheet, e.g. the aircraft must

maintain the ability to achieve 520 shaft

horse power for 2.5 minutes with one

engine inoperative in order to meet type

design requirements.

The commenter also states that the

word ‘‘injector’’ is meaningless as it is

used in the last sentence of the

summary.

The FAA agrees and the word

‘‘injector’’ has been removed from the

last sentence in the summary.

Revised Alert Service Bulletins

The manufacturer states that the most

recent ASB revisions should be cited in

the rule to capture its clarification and

changes.

The FAA partially agrees. The most

recent ASB revisions, which are

Turbomeca ASB No. A319 73 2012,

Revision 3, dated July 21, 2000, and

ASB No. A319 73 4001, Revision 4,

dated October 20, 2000, have added the

replacement of the manifold at the

Turbomeca Repair Center, in Tarnos,

France as an alternative to the onairframe replacement. This AD allows

operators credit for manifold

replacement that was done in

accordance with the previous revisions

of the ASB’s. Paragraph (a) of this AD

has been changed to allow replacements

of the manifolds with new or

refurbished parts to be done by

operators on installed engines;

refurbishment to be done by

Turbomeca’s Repair Center or by any

appropriately rated repair shop.

Change Compliance To Allow Use of

Refurbished Parts

The manufacturer states that the

requirements of paragraph (c) in the rule

should be changed to allow the use of

refurbished parts.

The FAA agrees. Paragraph (c) is

changed to remove the existing

installation limitations, and to add a

definition of time-in-service.

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

described previously. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Economic Impact

There are about 130 engines of the

affected design in the worldwide fleet.

The FAA estimates that 22 engines

installed on aircraft of U.S. registry will

be affected by this AD, that it will take

about 2 work hours per engine to

accomplish the required actions, and

that the average labor rate is $60 per

work hour. Required parts will cost

about $14,320 per engine. Based on

these figures, the total cost impact of the

AD on U.S. operators is estimated to be

$317,680 for initial inspection and parts

replacement. The manufacturer has

advised the DGAC that the operator may

exchange the removed injection

manifolds, at no cost to the operator,

thereby substantially reducing the cost

impact of this rule.

Regulatory Impact

This final rule does not have

federalism implications, as defined in

Executive Order 13132, because it

would not have a substantial direct

effect 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.

Accordingly, the FAA has not consulted

with state authorities prior to

publication of this final rule.

For the reasons discussed above, I

certify that this action (1) is not a

Federal Register / Vol. 66, No. 81 / Thursday, April 26, 2001 / Rules and Regulations 20911

‘‘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 final evaluation has

been prepared for this action and it 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, 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 a new airworthiness directive to

read as follows:

2001–08–14 Turbomeca S.A. Arrius Models

2B, 2B1, and 2F Turboshaft Engines:

Amendment 39–12191. Docket No.

2000–NE–12–AD.

Applicability

This airworthiness directive (AD) is

applicable to Turbomeca S.A. Arrius Models

2B, 2B1, and 2F turboshaft engines. These

engines are installed on, but not limited to

Eurocopter France Model EC120B and

Eurocopter Deutschland EC135 T1 rotorcraft.

Note 1: This 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 (d) 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

Compliance with this AD is required as

indicated, unless already done.

To prevent engine flameout and the

inability to maintain the 2.5 minutes one

engine inoperative (OEI) rating due to

blockage of the fuel injection manifolds, do

the following:

Initial Replacement

(a) If not already done in accordance with

Turbomeca Alert Service Bulletin (ASB) No.

A319 73 2012, Revision 2, dated May 25,

1999, or ASB No. A319 73 4001, Revision 3,

dated May 25, 1999, replace injector

manifolds and borescope-inspect the flame

tube and the high pressure turbine area

within 30 days after the effective date of this

AD, or prior to exceeding 200 hours time-inservice (TIS), whichever is later. Do these in

accordance with Instructions 2.A. through

2.C. of Turbomeca ASB No. A319 73 2012,

Revision 3, dated July 21, 2000 for Arrius 2B

and 2B1 turboshaft engines, and ASB No.

A319 73 4001, Revision 4, dated October 20,

2000, for Arrius 2F turboshaft engines, except

that replacement may be done at any

appropriately rated repair shop.

Repetitive Replacements

(b) Thereafter, replace injector manifolds

within 200 hours TIS since last replacement,

or prior to further flight after performing the

applicable flight manual or overhaul manual

power check if the power check shows a

negative turbine outlet temperature (TOT)

margin or negative T4 margin.

Definition

(c) For the purposes of this AD, time-inservice (TIS) is defined as the number of

engine operating hours on the manifolds

since the manifolds were new or since the

manifolds were refurbished.

Alternative Methods of Compliance

(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, Engine

Certification Office. Operators shall submit

their request 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.

Special Flight Permits

(e) Special flight permits may be issued in

accordance §§ 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.

Documents That Have Been Incorporated By

Reference

(f) The inspections and replacements shall

be done in accordance with the following

Turbomeca S.A. alert service bulletins

(ASB’s):

Document No. Pages Revision Date

ASB No. A319 73 2012 Total pages: 5 ................................................................................................ 5 2 May 25, 1999.

ASB No. A319 73 2012 Total pages: 5 ................................................................................................ 5 3 July 21, 2000.

ASB No. A319 73 4001 Total pages: 5 ................................................................................................ 5 3 May 25, 1999.

ASB No. A319 73 4001 Total pages: 5 ................................................................................................ 5 4 October 20, 2000.

20912 Federal Register / Vol. 66, No. 81 / Thursday, April 26, 2001 / Rules and Regulations

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 Turbomeca S.A., 40220 Tarnos, France;

telephone: (33) 05 59 64 40 00; fax: (33) 05

59 64 60 80. 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.

Note 3: The subject of this AD is addressed

by the Direction Generale de L’Aviation

Civile (DGAC), which is the airworthiness

authority for France, in airworthiness

directives AD 1999–217(A) and AD 1999–

233(A).

Effective Date

(g) This amendment becomes effective on

May 31, 2001.

Issued in Burlington, Massachusetts, on

April 16, 2001.

Francis A. Favara,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 01–10021 Filed 4–25–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–79–AD; Amendment

39–12203; AD 2001–08–26]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A319 and A320 Series Airplanes

Equipped with Elevator and Aileron

Computer (ELAC) L80 Standard

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Airbus Model

A319 and A320 series airplanes. This

action requires revising the Airplane

Flight Manual (AFM) to specify

procedures for landing under certain

conditions of gusty winds and

turbulence. This action is prompted by

a report of a recent hard landing on a

Model A320 series airplane equipped

with ELAC L80 standard, which was

caused by activation of the high angleof-attack protection during a landing in

gusty winds and turbulence. This action

is necessary to prevent activation of the

high angle-of-attack protection during

final approach for landing, which could

result in loss of ability to flare properly

during landings. This action is intended

to address the identified unsafe

condition.

DATES: Effective May 11, 2001.

Comments for inclusion in the Rules

Docket must be received on or before

May 29, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket Number 2001–

NM–79–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. Comments may be

submitted via fax to (425) 227–1232.

Comments may also be sent via the

Internet using the following address: 9-

anm-iarcomment@faa.gov. Comments

sent via fax or the Internet must contain

‘‘Docket No. 2001–NM–79–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

Information pertaining to this

amendment may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington.

FOR FURTHER INFORMATION CONTACT: Tim

Dulin, Aerospace Engineer,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2141;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: The

Direction Ge ́ne ́rale de l’Aviation Civile

(DGAC), which is the airworthiness

authority for France, notified the FAA of

the recent hard landing of a Model A320

series airplane, equipped with Elevator

and Aileron Computer (ELAC) L80

standard. During a landing in gusty

winds with turbulence, the pilot was

not able to prevent the airplane from

touching down on the runway at an

excessive vertical speed. The airplane

contacted the runway in a slight nose

down position. The nose landing gear

collapsed and the main landing gear and

the nacelles were damaged.

Analysis indicated that the

combination of certain wind conditions

and certain pilot side stick inputs

resulted in activation of the ELAC high

angle-of-attack protection during final

approach, which prevented the pilot

from conducting a normal flare.

Explanation of Relevant Service

Information

Airbus has issued Operator

Information Telex (OIT) 999.0036/01/

CL, dated March 23, 2001, which

provides procedures for landing in gusty

and turbulent wind conditions for all

Airbus Model A319 and A320 series

airplanes equipped with ELAC L80

standard. The DGAC has issued French

Telegraphic Airworthiness Directive No.

T2001–106 (B), dated March 26, 2001, to

require incorporation of these

procedures into the Aircraft Flight

Manual (AFM), in order to assure the

continued airworthiness of these

airplanes in France.

FAA’s Conclusions

These airplane models are

manufactured in France and are type

certificated for operation in the United

States under the provisions of section

21.29 of the Federal Aviation

Regulations (14 CFR 21.29) and the

applicable bilateral airworthiness

agreement. Pursuant to this bilateral

airworthiness agreement, the DGAC has

kept the FAA informed of the situation

described above. The FAA has

examined the findings of the DGAC,

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.

Explanation of Requirements of Rule

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, this AD is being issued to

prevent activation of the high angle-ofattack protection during final approach

for landing in gusty wind and turbulent

conditions, which could result in loss of

the ability to flare properly during

landing. This AD requires revising the

Limitations Section of the FAAapproved AFM for Airbus Model A319

and A320 series airplanes to include

procedures for landing under certain

conditions of gusty winds and

turbulence, as specified in Airbus OIT

999.0036/01/CL, dated March 23, 2001.

Interim Action

This AD is considered interim action.

Airbus has advised that it is developing

a new ELAC standard to modify the

high angle-of-attack protection logic in

such conditions. Once the modification

is developed, approved, and available,

the FAA may consider further

rulemaking.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good