Federal Register / Vol. 66, No. 119 / Wednesday, June 20, 2001 / Rules and Regulations 33017

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 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:

2001–12–14 Boeing: Amendment 39–12269.

Docket 2000–NM–320–AD.

Applicability: Model 747–400 series

airplanes, as listed in Boeing Alert Service

Bulletin 747–30A2078, Revision 1, dated

November 16, 2000; 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 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 reduced power to the heating

system of the pitot static probes, leading to

ice accumulation on the pitot static probes,

which could result in erroneous airspeed or

altitude indications to the flight crew, and

consequent reduced operational safety in all

phases of flight, accomplish the following:

Inspection

(a) Within 15 months after the effective

date of this AD, perform a special detailed

inspection to detect miswiring of diodes in

the heating system of the pitot static probes

by using a multimeter to verify continuity

between certain relay sockets, absence of a

diode between certain relay sockets, and

diode orientation between certain relay

sockets, per Boeing Alert Service Bulletin

747–30A2078, Revision 1, dated November

16, 2000. If any miswiring is found, prior to

further flight, rewire per Boeing 747–400

Wiring Diagrams 30–31–11 and 30–31–21, as

referenced in the service bulletin.

Note 2: Inspections accomplished prior to

the effective date of this AD per Boeing Alert

Service Bulletin 747–30A2078, dated August

24, 2000, are considered acceptable for

compliance with the applicable action

specified in this amendment.

Note 3: For the purposes of this AD, a

special detailed inspection is defined as: ‘‘An

intensive examination of a specific item(s),

installation, or assembly to detect damage,

failure, or irregularity. The examination is

likely to make extensive use of specialized

inspection techniques and/or equipment.

Intricate cleaning and substantial access or

disassembly procedures may be required.’’

Alternative Methods of Compliance

(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, Seattle

Aircraft Certification Office (ACO), FAA.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Seattle ACO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permits

(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 airplane to

a location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(d) Except as provided by paragraph (a) of

this AD, The actions shall be done in

accordance with Boeing Alert Service

Bulletin 747–30A2078, Revision 1, dated

November 16, 2000. This incorporation by

reference was approved by the Director of the

Federal Register in accordance with 5 U.S.C.

552(a) and 1 CFR part 51. Copies may be

obtained from Boeing Commercial Airplane

Group, P.O. Box 3707, Seattle, Washington

98124–2207. Copies may be inspected at the

FAA, Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington; or at

the Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Effective Date

(e) This amendment becomes effective on

July 25, 2001.

Issued in Renton, Washington, on June 11,

2001.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–15209 Filed 6–19–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–323–AD; Amendment

39–12270; AD 2001–12–15]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model MD–90–30 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model MD–90–30 series

airplanes, that requires revising the

wiring of the selective calling (SELCAL)

system. The actions specified by this AD

are intended to prevent inadvertent very

high frequency transmissions and

subsequent loss of radio

communications for airplane and/or

airport operations; and to prevent

inadvertent high frequency

transmissions and subsequent electrical

shock to ground service personnel and/

or damage to the airplane during fueling

operations or fuel tank maintenance.

This action is intended to address the

identified unsafe condition.

DATES: Effective July 25, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 25,

2001.

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Aircraft

Group, Long Beach Division, 3855

Lakewood Boulevard, Long Beach,

California 90846, Attention: Data and

Service Management, Dept. C1–L5A

(D800–0024). This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Los Angeles

Aircraft Certification Office, 3960

Paramount Boulevard, Lakewood,

California; or at the Office of the Federal

33018 Federal Register / Vol. 66, No. 119 / Wednesday, June 20, 2001 / Rules and Regulations

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

George Mabuni, Aerospace Engineer,

Systems and Equipment Branch, ANM–

130L, FAA, Los Angeles Aircraft

Certification Office, 3960 Paramount

Boulevard, Lakewood, California

90712–4137; telephone (562) 627–5341;

fax (562) 627–5210.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain McDonnell

Douglas Model MD–90–30 series

airplanes was published in the Federal

Register on March 20, 2001 (66 FR

15664). That action proposed to require

revising the wiring of the selective

calling (SELCAL) system.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

single comment received.

The commenter supports the

proposed rule.

Conclusion

After careful review of the available

data, including the comment noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 36 Model

MD–90–30 series airplanes of the

affected design in the worldwide fleet.

The FAA estimates that 21 airplanes of

U.S. registry will be affected by this AD,

that it will take approximately 2 work

hours per airplane to accomplish the

required actions, and that the average

labor rate is $60 per work hour.

Required parts will cost approximately

$22 per airplane. Based on these figures,

the cost impact of the AD on U.S.

operators is estimated to be $2,982, or

$142 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted. The cost impact

figures discussed in AD rulemaking

actions represent only the time

necessary to perform the specific actions

actually required by the AD. These

figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

Regulatory Impact

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.

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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:

2001–12–15 McDonnell Douglas:

Amendment 39–12270. Docket 2000–

NM–323–AD.

Applicability: Model MD–90–30 series

airplanes, as listed in Boeing Alert Service

Bulletin MD90–23A018, Revision 01, dated

August 10, 2000; 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 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 inadvertent very high frequency

transmissions and subsequent loss of radio

communications for airplane and/or airport

operations; and to prevent inadvertent high

frequency transmissions and subsequent

electrical shock to ground service personnel

and/or damage to the airplane during fueling

operations or fuel tank maintenance,

accomplish the following:

Revise Wiring

(a) Within 6 months after the effective date

of this AD, revise the wiring of the selective

calling (SELCAL) system (including

installing up to five diodes and reidentifying

existing wires with sleeving), per Boeing

Alert Service Bulletin MD90–23A018,

Revision 01, dated August 10, 2000.

Alternative Methods of Compliance

(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, Los

Angeles Aircraft Certification Office (ACO),

FAA. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Los Angeles ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

Special Flight Permits

(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 airplane to

a location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(d) The actions shall be done in accordance

with Boeing Alert Service Bulletin MD90–

23A018, Revision 01, dated August 10, 2000.

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Boeing Commercial Aircraft Group,

Long Beach Division, 3855 Lakewood

Boulevard, Long Beach, California 90846,

Attention: Data and Service Management,

Dept. C1–L5A (D800–0024). Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Los Angeles

Aircraft Certification Office, 3960 Paramount

Boulevard, Lakewood, California; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Effective Date

(e) This amendment becomes effective on

July 25, 2001.

Federal Register / Vol. 66, No. 119 / Wednesday, June 20, 2001 / Rules and Regulations 33019

Issued in Renton, Washington, on June 11,

2001.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–15208 Filed 6–19–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–SW–02–AD; Amendment

39–12272; AD 2001–01–52 R1]

RIN 2120–AA64

Airworthiness Directives; Bell

Helicopter Textron Canada Model 407

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; rescission.

SUMMARY: This amendment rescinds an

existing airworthiness directive (AD)

that applies to Bell Helicopter Textron

Canada (BHTC) Model 407 helicopters

and currently requires, before further

flight, imposing never exceed velocity

(Vne) restrictions on the helicopter. The

requirements of that AD were intended

to prevent tail rotor blades from striking

the tailboom, separation of the aft

section of the tailboom with the tail

rotor gearbox and vertical fin, and

subsequent loss of control of the

helicopter. That AD was prompted by

an accident suspected of being the result

of a tail rotor strike caused by high

airspeed. Since the issuance of that AD,

accident investigation findings have not

substantiated that a tail rotor strike

caused by high airspeed was the cause

of the accident. This amendment

rescinds that AD. This amendment is

prompted by the FAA’s determination

that the Vne restrictions and

accompanying actions imposed by that

AD do not correct an unsafe condition.

EFFECTIVE DATE: July 25, 2001.

FOR FURTHER INFORMATION CONTACT:

Sharon Miles, Aviation Safety Engineer,

FAA, Rotorcraft Directorate, Regulations

Group, Fort Worth, Texas 76193–0111,

telephone (817) 222–5122, fax (817)

222–5961.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by rescinding AD 2001–01–52,

Amendment 39–12100 (66 FR 9031,

February 6, 2001), which applies to

BHTC Model 407 helicopters, was

published in the Federal Register on

April 12, 2001 (66 FR 18884). AD 2001–

01–52 requires, before further flight,

reducing the maximum approved Vne to

100 KIAS if an airspeed-actuated pedal

stop is not installed or to 110 KIAS if

an airspeed-actuated pedal stop is

installed; inserting a copy of the AD into

the RFM; installing a temporary placard

on the flight instrument panel to

indicate the reduced Vne limit; and

installing a new redline Vne limit at

either 100 or 110 KIAS, as specified in

the AD, on all airspeed indicators. That

AD was prompted by an accident in

which a helicopter was destroyed on

water impact following an in-flight

occurrence at approximately 140 KIAS.

One of the possible contributing factors

was an in-flight tail rotor strike to the

tailboom. As a precautionary measure,

pending further investigation into the

accident, and after reviewing the AD

issued by the certifying authority for the

helicopter (Transport Canada), the FAA

issued AD 2001–01–52 to reduce the

Vne.

Further investigations conducted

since the issuance of AD 2001–01–52

did not substantiate that the accident

resulted from a tail rotor strike caused

by high airspeed. Information provided

by BHTC and reviewed by the FAA

supports these findings. Transport

Canada has issued a superseding AD,

CF–2001–01R1, dated April 3, 2001,

stating that the Vne restriction is no

longer necessary. Transport Canada

advises that no data has emerged from

the investigation to confirm that the

accident was initiated by a tail rotor

strike. While the possibility of a tail

rotor strike has not been completely

discounted as the cause of the accident,

a tail rotor strike occurrence while

operating within the approved flight

envelope has been discounted. The

ongoing accident investigation is

currently considering other factors.

After reviewing the available data, the

FAA has determined that it is

appropriate to rescind AD 2001–01–52

to prevent operators from performing an

unnecessary action. The Vne restrictions

and accompanying actions imposed by

that AD do not correct an unsafe

condition. The ongoing investigation

found no information to indicate that

the accident was caused by a tail rotor

strike during flight at high airspeed. The

cause of the accident precipitating AD

2001–01–52 remains under

investigation.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposal or the FAA’s determination of

the cost to the public. The FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed.

The FAA estimates that 200

helicopters of U.S. registry are affected

by AD 2001–01–52. The actions that are

currently required by that AD take

approximately 3 work hours per

helicopter to manufacture and install

each airspeed limitation placard. The

average labor rate is $60 per work hour.

Required parts cost approximately $10

per helicopter. Based on these figures,

the total cost impact of the AD on U.S.

operators is estimated to be $38,000 to

install an airspeed limitation placard on

all helicopters in the U.S. fleet.

However, adopting this rescission

eliminates those costs.

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.

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the FAA,

Office of the Regional Counsel,

Southwest Region, 2601 Meacham

Blvd., Room 663, Fort Worth, Texas.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, 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.