30302 Federal Register / Vol. 66, No. 109 / Wednesday, June 6, 2001 / Rules and Regulations

Actions Compliance Procedures

(2) If the modification kit, part number

500.50.12.192, is already installed using the

A250 voltage spike suppression filter, part

number 524.52.12.358, replace only this voltage spike suppression filter with a new A250

voltage spike suppression filter, part number

524.52.12.502.

Within the next 100 hours TIS after July 23,

2001 (the effect date of this AD), unless already done.

Do this action following the ACCOMPLISHMENT INSTRUCTIONS section of Pilatus

Service Bulletin No. 24–014, dated October

27, 1999.

(3) Do not install any A250 voltage spike suppression filter, part number 524.52.358, or

FAA-approved equivalent part number.

As of July 23, 2001 (the effective date of this

AD).

Not Applicable.

(e) Can I comply with this AD in any other

way? You may use an alternative method of

compliance or adjust the compliance time if:

(1) Your alternative method of compliance

provides an equivalent level of safety; and

(2) The Manager, Small Airplane

Directorate, approves your alternative.

Submit your request through an FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Small Airplane Directorate.

(3) Alternative methods of compliance that

were approved in accordance with AD 99–

17–08 are not considered approved as

alternative methods of compliance for this

AD.

Note 1: This AD applies to each airplane

identified in paragraph (a) of this AD,

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

request approval for an alternative method of

compliance in accordance with paragraph (e)

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 you have not

eliminated the unsafe condition, specific

actions you propose to address it.

(f) Where can I get information about any

already-approved alternative methods of

compliance? Contact Doug Rudolph,

Aerospace Engineer, FAA, Small Airplane

Directorate, 901 Locust, Room 301, Kansas

City, Missouri 64106; telephone: (816) 329–

4059; facsimile: (816) 329–4090.

(g) What if I need to fly the airplane to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your airplane to a location

where you can accomplish the requirements

of this AD.

(h) Are any service bulletins incorporated

into this AD by reference? Actions required

by this AD must be done in accordance with

Pilatus Service Bulletin No. 24–012, dated

February 19, 1999, and Pilatus Service

Bulletin No. 24–014, dated October 27, 1999.

(1) The Director of the Federal Register

approved this incorporation by reference of

Pilatus Service Bulletin No. 24–014, dated

October 27, 1999, under 5 U.S.C. 552(a) and

1 CFR part 51.

(2) The Director of the Federal Register

previously approved incorporation by

reference of Pilatus Service Bulletin No. 24–

012, dated February 19, 1999, as of October

4, 1999 (64 FR 45149, August 19, 1999).

(3) You can get copies from Pilatus Aircraft

Ltd., Customer Liaison Manager, CH–6371

Stans, Switzerland. You can look at copies at

the FAA, Central Region, Office of the

Regional Counsel, 901 Locust, Room 506,

Kansas City, Missouri, or at the Office of the

Federal Register, 800 North Capitol Street,

NW, suite 700, Washington, DC.

(i) When does this amendment become

effective? This amendment becomes effective

on July 23, 2001.

Note 2: The subject of this AD is addressed

in Swiss AD Numbers HB 99–143, dated

February 19, 1999, and HB 99–542, dated

October 29, 1999.

Issued in Kansas City, Missouri, on May

22, 2001.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 01–13580 Filed 6–5–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–CE–27–AD; Amendment

39–12245; AD 2001–11–04]

RIN 2120–AA64

Airworthiness Directives; Raytheon

Aircraft Company Models 99, 99A, 99A

(FACH), A99, A99A, B99, and C99

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain Raytheon Aircraft

Company (Raytheon) Models 99, 99A,

99A (FACH), A99, A99A, B99, and C99

airplanes. This AD requires you to

inspect all main landing gear (MLG)

hydraulic actuators to determine the

end cap part number that is installed,

and replace any actuator that has a part

number 4A125C32 end cap. This AD is

the result of the potential for fatigue

cracks to develop on the MLG hydraulic

actuator end caps. The actions specified

by this AD are intended to eliminate

existing and prevent future fatigue

cracks in the MLG hydraulic actuator

end caps. Such cracks could cause

hydraulic fluid to leak and result in

collapse of one or more gears with

consequent aircraft damage and

passenger injury.

DATES: This AD becomes effective on

July 23, 2001.

The Director of the Federal Register

approved the incorporation by reference

of certain publications listed in the

regulations as of July 23, 2001.

ADDRESSES: You may get the service

information referenced in this AD from

the Raytheon Aircraft Company, PO Box

85, Wichita, Kansas 67201–0085;

telephone: (800) 625–7043 or (316) 676–

4556. You may examine this

information at the Federal Aviation

Administration (FAA), Central Region,

Office of the Regional Counsel,

Attention: Rules Docket No. 2000–CE–

27–AD, 901 Locust, Room 506, Kansas

City, Missouri 64106; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Paul

C. DeVore, Aerospace Engineer, Wichita

Aircraft Certification Office, FAA, 1801

Airport Road, Mid-Continent Airport,

Wichita, Kansas 67209; telephone: (316)

946–4142; facsimile: (316) 946–4407.

SUPPLEMENTARY INFORMATION:

Discussion

What Events Have Caused This AD?

The FAA has received a report of an

incident on a Raytheon Model C99

airplane where a cracked main landing

gear (MLG) hydraulic actuator end cap

resulted in nose landing gear (NLG)

collapse during landing. The cracked

end cap caused the hydraulic fluid to

leak, which then prevented the landing

gear from locking down. We have

received several other reports of cracks

in the MLG hydraulic actuator end caps

on certain Raytheon 99 series airplanes

of a similar type design.

Federal Register / Vol. 66, No. 109 / Wednesday, June 6, 2001 / Rules and Regulations 30303

The suspect MLG hydraulic actuator

end caps are part number (P/N)

4A125C32 end caps. These end caps

were originally installed on P/N 99–

388001 series actuators. We have reports

that these parts may also have been

installed on the overhauled P/N 99–

388008 series, although they are not

approved for this configuration.

The P/N 99–388001 and 99–388008

series actuators are installed on

Raytheon Models 99, 99A, 99A (FACH),

A99, A99A, B99, and C99 airplanes.

What Are the Consequences If the

Condition Is Not Corrected?

Cracked MLG hydraulic actuator end

caps, if not eliminated and prevented

from occurring in the future, could

cause hydraulic fluid to leak and result

in collapse of one or more gears with

consequent aircraft damage and

passenger injury.

Has FAA Taken Any Action to This

Point?

We issued a proposal to amend part

39 of the Federal Aviation Regulations

(14 CFR part 39) to include an AD that

would apply to certain Raytheon

Models 99, 99A, 99A (FACH), A99A,

B99, and C99 airplanes. This proposal

was published in the Federal Register

as a notice of proposed rulemaking

(NPRM) on November 2, 2000 (65 FR

65805). The NPRM proposed to require

you to inspect all MLG hydraulic

actuators to determine the end cap part

number that is installed with

replacement of any actuator that has a

part number 4A125C32 end cap.

Was the Public Invited To Comment?

Interested persons were afforded an

opportunity to participate in the making

of this amendment. No comments were

received on the proposed rule or the

FAA’s determination of the cost to the

public.

Is There Any New Information

Pertaining to This Subject?

The FAA’s intent is to not affect those

airplanes with mechanical landing gear

installed either at manufacture or

through field approval. The way the

NPRM is written would make the AD

applicable to all affected airplane

models. We are changing the AD to only

apply to those airplanes that are

equipped with hydraulic landing gear.

We also realized that we inadvertently

left off the Raytheon Beech Model A99

airplanes in the Applicability section of

the NPRM. These airplanes were

originally manufactured with

mechanical landing gear, but could have

hydraulic landing gear installed. Only 1

of these airplanes is currently on the

U.S. Register and FAA has verified that

this airplane does not have hydraulic

landing gear. Therefore, adding the

Beech Model A99 to the AD will not

increase the burden upon the public

over that already proposed in the

NPRM.

FAA’s Determination

What Is FAA’s Final Determination on

This Issue?

After careful review of all available

information related to the subject

presented above, we have determined

that air safety and the public interest

require the adoption of the rule as

proposed except for the changes

described above and minor editorial

corrections. We determined that these

changes and minor corrections:

—Will not change the meaning of the

AD; and

–Will not add any additional burden

upon the public than was already

proposed.

Cost Impact

How Many Airplanes Does This AD

Impact?

We estimate that this AD could affect

139 airplanes in the U.S. registry.

What Is the Cost Impact of This AD on

Owners/Operators of the Affected

Airplanes?

We estimate the following costs to

accomplish the inspection:

Labor cost Parts cost Total cost per airplane Total cost on U.S. operators

2 workhours × $60 per hour = $120 ............ No parts necessary to accomplish the inspection.$120 per airplane ................ $120 × 139 =

$16,680.

We estimate the following costs to accomplish any necessary replacements that will be required based on the results

of the inspection. We have no way of determining the number of airplanes that will need such replacement:

Labor cost Parts cost Total cost per airplane

4 workhours × $60 per hour = $240 .......... $1,400 for each actuator; each airplane requires 2 for a

total cost of $2,800 per airplane.

$240 + $2,800 = $3,040 per airplane.

Regulatory Impact

Does This AD Impact Various Entities?

The regulations adopted herein will

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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

Does This AD Involve a Significant Rule

or Regulatory Action?

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 copy of the final

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, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, under 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:

30304 Federal Register / Vol. 66, No. 109 / Wednesday, June 6, 2001 / Rules and Regulations

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. FAA amends § 39.13 by adding a

new AD to read as follows:

2001–11–04 Raytheon Aircraft Company:

Amendment 39–12245; Docket No.

2000–CE–27–AD.

(a) What airplanes are affected by this AD?

This AD affects the following airplane

models and serial numbers that are

certificated in any category and are equipped

with hydraulic landing gear:

Model Serial Nos.

99, 99A, 99A (FACH), A99, A99A, and B99 ....................................................................................... U–1 through U–49 and U51 through U–164.

C99 ...................................................................................................................................................... U–50 and U–165 through U–239.

(b) Who must comply with this AD? Anyone who wishes to operate any of the above airplanes must comply with this AD.

(c) What problem does this AD address? The actions specified by this AD are intended to eliminate existing and prevent future

fatigue cracks in the main landing gear (MLG) hydraulic actuator end caps. Such cracks could cause hydraulic fluid to leak and

result in collapse of one or more gears with consequent aircraft damage and passenger injury.

(d) What actions must I accomplish to address this problem? To address this problem, you must accomplish the following:

Actions Compliance Procedures

(1) Inspect all MLG hydraulic actuators to determine what part number (P/N) end caps are

installed.

Within the next 200 hours time-in-service

(TIS) after July 23, 2001 (the effective date

of this AD), unless already accomplished.

In accordance with the Accomplishment Instructions section of Raytheon Mandatory

Service Bulletin SB 2290, Rev. 1, Revised:

August, 1999.

(2) If a P/N 4A211S1 (or FAA-approved equivalent part number) end cap is installed on both

actuators, then no additional action is required by this AD.

AD is complied with ......................................... AD is complied with.

(3) If a P/N 4A125C32 (or FAA-approved equivalent part number) end cap is installed on a

P/N 99–388001 series actuator, accomplish

the following:

(i) Inspect, using fluorescent penetrant methods, each end cap for evidence of cracking;

(ii) Replace each actuator with an actuator that

has a P/N 4A211S1 (or FAA-approved equivalent part number) end cap; and

(iii) This replacement may be accomplished

prior to 600 hours TIS, but must be replaced

if evidence of cracking is found.

Accomplish the inspection prior to further

flight after the inspection required by paragraph (d)(1) of this AD and thereafter at intervals not to exceed 200 hours TIS until

the end caps are replaced. Accomplish the

replacement prior to further flight after the

inspection where any evidence of cracking

is found or within 600 hours TIS after July

23, 2001 (the effective date of this AD), if

no evidence of cracking is found.

In accordance with Part I, steps (2) through

(10) and Part II, of the Accomplishment Instructions section of Raytheon Mandatory

Service Bulletin SB 2290, Rev. 1, Revised:

August, 1999.

(4) If a P/N 4A125C32 (or FAA-approved equivalent part number) end cap is installed on a

P/N 99–388008 series actuator, replace the

actuator with an actuator that has a P/N

4A211S1 (or FAA-approved equivalent part

number) end cap.

Prior to further flight after the inspection required by this AD.In accordance with Part I, steps (2) through

(10) and Part II, of the Accomplishment Instructions section of Raytheon Mandatory

Service Bulletin SB 2290, Rev. 1, Revised:

August, 1999.

(5) Do not install, on any affected airplane, a P/

N 99–388008 series actuator that incorporates an end cap that is not P/N 4A211S1

(or FAA-approved equivalent part number).

As of July 23, 2001, (the effective date of this

AD).

Not Applicable.

(6) Do not install, on any affected airplane, a P/

N 99–388001 series actuator that incorporates an end cap that is not P/N 4A211S1

(or FAA-approved equivalent part number).

As of 600 hours TIS after July 23, 2001 (the

effective date of this AD) provided the 200-

hour repetitive inspections required by this

AD are accomplished and no evidence of

cracking is found. If evidence of cracking is

found, the actuator must be immediately replaced with one that incorporates P/N

4A211S1 (or FAA-approved equivalent part

number).

Not Applicable.

(e) Can I comply with this AD in any other

way? You may use an alternative method of

compliance or adjust the compliance time if:

(1) Your alternative method of compliance

provides an equivalent level of safety; and

(2) The Manager, Wichita Aircraft

Certification Office (ACO), approves your

alternative. Submit your request through an

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, Wichita ACO.

Note: This AD applies to each airplane

identified in paragraph (a) of this AD,

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

request approval for an alternative method of

compliance in accordance with paragraph (e)

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 you have not

eliminated the unsafe condition, specific

actions you propose to address it.

(f) Where can I get information about any

already-approved alternative methods of

Federal Register / Vol. 66, No. 109 / Wednesday, June 6, 2001 / Rules and Regulations 30305

compliance? Contact Paul C. DeVore,

Aerospace Engineer, Wichita Aircraft

Certification Office, FAA, 1801 Airport Road,

Mid-Continent Airport, Wichita, Kansas

67209; telephone: (316) 946–4142; facsimile:

(316) 946–4407.

(g) What if I need to fly the airplane to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your airplane to a location

where you can accomplish the requirements

of this AD.

(h) Are any service bulletins incorporated

into this AD by reference? Actions required

by this AD must be done in accordance with

Raytheon Mandatory Service Bulletin SB

2290, Rev. 1, Revised: August, 1999. The

Director of the Federal Register approved this

incorporation by reference under 5 U.S.C.

552(a) and 1 CFR part 51. You can get copies

from the Raytheon Aircraft Company, PO Box

85, Wichita, Kansas 67201–0085. You can

look at copies at the FAA, Central Region,

Office of the Regional Counsel, 901 Locust,

Room 506, Kansas City, Missouri, or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(i) When does this amendment become

effective? This amendment becomes effective

on July 23, 2001.

Issued in Kansas City, Missouri, on May

22, 2001.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 01–13579 Filed 6–5–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–144–AD; Amendment

39–12253; AD 2001–11–10]

RIN 2120–AA64

Airworthiness Directives; Bombardier

Model DHC–8–400 Series Airplanes

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 Bombardier Model

DHC–8–400 series airplanes. This action

requires revising the Normal and

Abnormal Sections of the FAAapproved Airplane Flight Manual to

include procedures that enable the

flightcrew to determine if the main

landing gear (MLG) is extended before

landing and to take appropriate actions,

if necessary. The actions specified in

this AD are intended to ensure that the

flightcrew is advised of a potential gearup landing due to misleading

indications of the MLG extension, and

has the procedures necessary to address

that potential condition. This action is

intended to address the identified

unsafe condition.

DATES: Effective June 21, 2001.

Comments for inclusion in the Rules

Docket must be received on or before

July 6, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2001-NM–

144-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–144-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 the

amendment may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, New York

Aircraft Certification Office, 10 Fifth

Street, Third Floor, Valley Stream, New

York.

FOR FURTHER INFORMATION CONTACT: Dan

Parillo, Aerospace Engineer, Systems

and Flight Test Branch, ANE–172, FAA,

New York Aircraft Certification Office,

10 Fifth Street, Third Floor, Valley

Stream, New York 11581; telephone

(516) 256–7505; fax (516) 568–2716.

SUPPLEMENTARY INFORMATION: Transport

Canada Civil Aviation (TCCA), which is

the airworthiness authority for Canada,

recently notified the FAA that an unsafe

condition may exist on certain

Bombardier Model DHC–8–400 series

airplanes. TCCA advises that downlock

proximity sensors of the main landing

gear (MLG) may fail concurrently on the

same gear. Such failure of the sensors

could result in the failure of the MLG to

extend and the flightcrew to receive

misleading indications that the MLG has

extended.

Issuance of a Canadian Airworthiness

Directive

TCCA has issued Canadian

airworthiness directive CF–2001–16,

dated April 11, 2001, that describes an

additional in-flight procedure to the

airplane flight manual (AFM). The inflight procedure describes certain

cautions and warnings for performing

an alternate landing gear extension;

visually inspecting the MLG to confirm

that it has been extended; inserting a

hydraulic pump handle in socket and

operating for a minimum of 12 full

strokes and ensuring resistance to pump

handle movement; and observing that

the LEFT gear safe (green) and RIGHT

gear safe (green) advisory lights are

illuminated; and the LEFT gear unsafe

(red) and RIGHT gear unsafe (red) and

the landing handle (amber) advisory

lights are extinguished. TCCA has

issued the Canadian airworthiness

directive in order to assure the

continued airworthiness of these

airplanes in Canada.

FAA’s Conclusions

This airplane model is manufactured

in and is 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,

has kept the FAA informed of the

situation described above. The FAA has

examined the findings of the TCCA,

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 ensure

that the flightcrew is advised of the

potential of a landing with the MLG up

due to misleading indications of the

extension of the MLG, and has the

appropriate AFM procedures necessary

to address it. This AD requires a

revision of the Normal and Abnormal

Sections of the FAA-approved AFM as

specified in the Canadian airworthiness

directive described previously.

Interim Action

This is considered to be interim

action until final action is identified, at

which time 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