34100 Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Rules and Regulations

Section of the FAA-approved AFM to include

the following information. This may be

accomplished by inserting a copy of this AD

into the Limitations Section of the AFM.

‘‘Do not operate the airplane at speeds in

excess of 300 KIAS with speedbrakes

extended.

WARNING: Use of speedbrakes at speeds

in excess of 320 KIAS could result in a severe

vibration, which, in turn, could cause

extreme damage to the horizontal stabilizer.’’

Optional Terminating Action

(b) Modification or retrofit of the elevator

tab assembly in accordance with a method

approved by the Manager, Seattle Aircraft

Certification Office (ACO), FAA, constitutes

terminating action for the AFM revision

required by paragraph (a) of this AD.

Following such modification or retrofit, that

AFM revision may be removed from the

AFM.

Alternative Methods of Compliance

(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, Seattle

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Operations or Maintenance Inspector, who

may add comments and then send it to the

Manager, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Effective Date

(d) This amendment becomes effective on

July 2, 2001, to all persons except those

persons to whom it was made immediately

effective by emergency AD 2001–12–51,

issued on June 13, 2001, which contained the

requirements of this amendment.

Issued in Renton, Washington, on June 20,

2001.

Kalene C. Yanamura,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–16051 Filed 6–26–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–177–AD; Amendment

39–12293; AD 2001–13–13]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A330 and A340 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 all Airbus Model A330

and A340 series airplanes. This action

requires revising the Airplane Flight

Manual to advise the flight crew of

appropriate procedures to follow in the

event of lost or erroneous airspeed

indications. This action is necessary to

prevent inadvertent excursions outside

the normal flight envelope. This action

is intended to address the identified

unsafe condition.

DATES: Effective July 12, 2001.

Comments for inclusion in the Rules

Docket must be received on or before

July 27, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2001–NM–

177–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–177–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 concerning this AD may

be examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

Tamra Elkins, Aerospace Engineer,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2669;

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

that an unsafe condition may exist on

all Airbus Model A330 and A340 series

airplanes. The DGAC advises that

operators have reported several cases of

sudden fluctuation of airspeed

indications (including calibrated

airspeed, true airspeed, and Mach) in

cruise during severe icing conditions.

Lost or erroneous airspeed indications

could result in lack of sufficient

information for the flight crew to safely

operate the airplane, and consequent

inadvertent excursions outside the

normal flight envelope.

DGAC Actions

The DGAC has issued French

airworthiness directives 2001–068(B)

and 2001–069(B), both dated February

21, 2001, to ensure the continued

airworthiness of these airplanes in

France. Those directives and this AD

advise the flight crew to follow the same

procedures under the same conditions.

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 inadvertent excursions outside

the normal flight envelope due to

insufficient information for the flight

crew to safely operate the airplane. This

AD requires revising the FAA-approved

Airplane Flight Manual (AFM) to advise

the flight crew of appropriate

procedures to follow in the event of

such airspeed anomalies.

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

cause exists for making this amendment

effective in less than 30 days.

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 shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Rules and Regulations 34101

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.

Submit comments using the following

format:

• Organize comments issue-by-issue.

For example, discuss a request to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

• For each issue, state what specific

change to the AD is being requested.

• Include justification (e.g., reasons or

data) for each request.

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 rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket 2001–NM–177–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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.

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 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, 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:

2001–13–13 Airbus Industrie: Amendment

39–12293. Docket 2001–NM–177–AD.

Applicability: All Model A330 and A340

series airplanes, certificated in any category.

Compliance: Required as indicated, unless

accomplished previously.

To prevent inadvertent excursions outside

the normal flight envelope by ensuring that

the flight crew is advised of appropriate

procedures to follow in the event of lost or

erroneous airspeed indications, accomplish

the following:

Revision of Airplane Flight Manual (AFM)

(a) Within 10 days after the effective date

of this AD, revise the ‘‘Procedures Following

Failure’’ of Section 4 of the FAA-approved

AFM to include the following information.

This may be accomplished by inserting a

copy of this AD into the AFM.

‘‘In the event of erroneous airspeed in

flight or at take-off, or if the airspeed

indication is lost, accomplish the following:

Unreliable Airspeed

Note: Unreliable airspeed may be caused

by a radome destruction or obstructed pitots.

If the failure is due to radome destruction,

the drag will be increased and therefore N1

must be increased by 3% in cruise or 1.5%

in approach.

Switch OFF the AP/FD and A/THR

Maintain flaps/slats in current configuration

Check that speedbrakes are retracted

When airborne, select landing gear up

• With slats extended—Apply MCT thrust

and set the pitch attitude to 12.5°

• In clean configuration—Apply CLB thrust

• When below FL100, set the pitch attitude

to 10°

• When above FL100, set the pitch attitude

to 5°

Note: Respect Stall warning if in alternate

law

When the flight path is stabilized, set the

PROBE WINDOW HEAT to ON.

Adjust pitch attitude and thrust regarding

flight phase and aircraft configuration to

obtain and maintain target speed.

In the event of a double pitot probe heat

failure, accomplish the following:

Double Probe Heat Failure

If icing conditions cannot be avoided:

Switch OFF one of the affected ADRs’’

Note 1: The procedures identified in

paragraph (a) of this AD have been

introduced into the A330 AFM by the

manufacturer at the revision levels listed

below.

Airplane model Revision

number

A330–202 ................................. 04

A330–223 ................................. 04

A330–243 ................................. 03

A330–301 ................................. 05

A330–321 ................................. 04

A330–322 ................................. 04

A330–323 ................................. 03

A330–341 ................................. 04

A330–342 ................................. 04

A330–343 ................................. 03

Note 2: When the information in paragraph

(a) of this AD has been incorporated into the

FAA-approved general revisions of the AFM,

the general revisions may be incorporated

into the AFM, provided the information in

this AD and the general revisions is identical.

This AD may then be removed from the

AFM.

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,

International Branch, ANM–116, Transport

Airplane Directorate, FAA. Operators shall

submit their requests through an appropriate

FAA Principal Operations Inspector, who

may add comments and then send it to the

Manager, International Branch, ANM–116.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

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.

Note 4: The subject of this AD is addressed

in French airworthiness directives 2001–

068(B) and 2001–069(B), both dated February

21, 2001.

Effective Date

(d) This amendment becomes effective on

July 12, 2001.

34102 Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Rules and Regulations

Issued in Renton, Washington, on June 20,

2001.

Kalene C. Yanamura,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–16050 Filed 6–26–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–50–AD; Amendment

39–12283; AD 2001–13–03]

RIN 2120–AA64

Airworthiness Directives; Kaman

Aerospace Corporation Model K–1200

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) for

Kaman Aerospace Corporation (Kaman)

Model K–1200 helicopters that requires

reducing the life limit of the rotor shaft

and teeter pin assembly and establishing

a life limit for the flap clevis. This

amendment is prompted by the

discovery of cracks in parts that were

returned to the manufacturer. The

actions specified by this AD are

intended to prevent failure of the rotor

shaft, teeter pin assembly, or flap clevis

due to fatigue cracks, and subsequent

loss of control of the helicopter.

EFFECTIVE DATE: August 1, 2001.

FOR FURTHER INFORMATION CONTACT:

Richard Noll, Aviation Safety Engineer,

Boston Aircraft Certification Office, 12

New England Executive Park,

Burlington, MA 01803, telephone (781)

238–7160, 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 for Kaman Model K–

1200 helicopters was published in the

Federal Register on March 5, 2001 (66

FR 13269). That action proposed to

require:

• Reducing the life limit for the rotor

shaft from 10,000 hours time-in-service

(TIS) to 3,750 TIS;

• Reducing the life limit of the teeter

pin assembly from 10,000 hours TIS to

550 hours TIS; and

• Establishing a life limit of the flap

clevis of 640 hours TIS.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comment received.

The sole commenter states that

paragraph (b) of the AD incorrectly

limits the life limit of the rotor shaft to

3,740 hours TIS instead of 3,750 hours

TIS. The FAA concurs. Paragraph (a) of

the proposal states to remove from

service certain rotor shafts that have

3750 or more hours TIS, however, in the

recitation of that life limit in paragraph

(b), 3740 hours TIS was inadvertently

stated. We have corrected that mistake

in this final rule.

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 with the change

described previously. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

The FAA estimates that 9 helicopters

of U.S. registry will be affected by this

AD, that it will take 0.25 hour per

helicopter to accomplish the changes to

the Limitations section of the applicable

maintenance manual, and that the

average labor rate is $60 per work hour.

Based on these figures, the total cost

impact of this AD on U.S. operators is

estimated to be $135, plus an increase

in hourly operating costs of

approximately $13 for each affected

helicopter.

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 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.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding a new airworthiness directive to

read as follows:

2001–13–03 Kaman Aerospace

Corporation: Amendment 39–12283.

Docket No. 2000–SW–50–AD.

Applicability: Model K–1200 helicopters,

certificated in any category.

Note 1: This AD applies to each helicopter

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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 request approval for an

alternative method of compliance in

accordance with paragraph (c) 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 within 25 hours

time-in-service, unless accomplished

previously.

To prevent failure of the rotor shaft, teeter

pin assembly, or flap clevis due to fatigue

cracks, and subsequent loss of control of the

helicopter, accomplish the following:

(a) Remove any rotor shaft, part number (P/

N) K974112–001, –003, –005, –007, –009, or

–101, that has 3,750 or more hours time-inservice (TIS) and replace it with an airworthy

rotor shaft. Remove any teeter pin assembly,

P/N K910005–007 or –009, that has 550 or

more hours TIS and replace it with an

airworthy teeter pin assembly. Remove any

flap clevis, P/N K911049–011, –017, –019, or

–021, that has 640 or more hours TIS and

replace it with an airworthy flap clevis.

(b) This AD revises the Limitations section

of the maintenance manual by reducing the

life limit of the rotor shaft, P/N K974112–

001, –003, –005, –007, –009, and –001, to

3,750 hours TIS; reducing the life limit of the

teeter pin assembly, P/N K910005–007 and

–009, to 550 hours TIS; and establishing a life

limit for the flap clevis, P/N K911049–011,

–017, –019, and –021, of 640 hours TIS.

(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, Boston

Aircraft Certification Office, FAA. Operators