63412 Federal Register / Vol. 60, No. 237 / Monday, December 11, 1995 / Rules and Regulations

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), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding a new airworthiness directive

(AD) to read as follows:

AD No. 95–24–12. Jetstream Aircraft

Limited: Amendment 39–9442; Docket

No. 95–CE–26–AD.

Applicability: Model 3201 Airplanes (all

serial numbers), 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 (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 the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated in the

body of this AD, unless already

accomplished.

To prevent the main landing gear (MLG)

bay forward lower edge wing skin structure

from cracking, which, if not detected and

corrected, could cause failure of the wing

structure and loss of control of the airplane,

accomplish the following:

(a) Upon accumulating 4,000 hours timein-service (TIS) or within the next 200 hours

TIS after the effective date of this AD,

whichever occurs later, inspect the MLG bay

forward lower edge wing skin structure

adjacent to the main spar for cracks in

accordance with the ACCOMPLISHMENT

INSTRUCTIONS section of Jetstream Service

Bulletin (SB) 57–A–JA920540, Original Issue

September 1, 1992.

(1) If cracks are found, prior to further

flight, replace the existing doublers with

joggled doublers of improved design in

accordance with the ACCOMPLISHMENT

INSTRUCTIONS section of Jetstream SB 57–

A–JA920540, Original Issue September 1,

1992.

(2) If no cracks are found, re-inspect the

MLG bay forward lower edge wing skin

structure at intervals not to exceed 600 hours

TIS until modified as specified in paragraph

(b) of this AD.

(b) Upon accumulating 9,000 hours TIS or

within the next 200 hours TIS after the

effective date of this AD, whichever occurs

later, unless already accomplished as

specified in paragraph (a)(1) of this AD,

replace the existing doublers with joggled

doublers of improved design in accordance

with the ACCOMPLISHMENT

INSTRUCTIONS section of Jetstream SB 57–

A–JA920540.

(c) Replacing the joggled doublers as

required by paragraph (a)(1) or (b) of this AD

eliminates the repetitive inspection

requirements of this AD.

(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.

(e) An alternative method of compliance or

adjustment of the initial or repetitive

compliance times that provides an equivalent

level of safety may be approved by the

Manager, Brussels Aircraft Certification

Office, FAA, Europe, Africa, and Middle East

Office, c/o American Embassy, B–1000

Brussels, Belgium. The request shall be

forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Brussels Aircraft Certification Office.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Brussels Aircraft

Certification Office.

(f) The inspection and modification

required by this AD shall be done in

accordance with SB 57–A–JA920540,

Original Issue September 1, 1992. 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

Jetstream Aircraft Limited, Prestwick

International Airport, Ayrshire, KA9 2RW,

Scotland; or Jetstream Aircraft Inc., Librarian,

P.O. Box 16029, Dulles International Airport,

Washington DC 20041–6029. Copies may be

inspected at the FAA, Central Region, Office

of the Assistant Chief Counsel, Room 1558,

601 E. 12th Street, Kansas City, Missouri, or

at the Office of the Federal Register, 800

North Capitol Street, NW., 7th Floor, suite

700, Washington, DC.

(g) This amendment (39–9442) becomes

effective on January 9, 1996.

Issued in Kansas City, Missouri, on

November 17, 1995.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 95–30133 Filed 12–8–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–145–AD; Amendment

39–9455; AD 95–25–09]

Airworthiness Directives; Airbus Model

A310 and A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Airbus Model

A310 and A300–600 series airplanes,

that requires that certain flight control

computers be modified so that the

autopilot will disengage when the

airplane is in the ‘‘go-around’’ mode

under certain conditions. This

amendment is prompted by an accident

in which the flight crew may have

initiated an inadvertent go-around

which, following several subsequent

actions by the crew and automated

system, placed the airplane in a severe

out-of-trim condition. The actions

specified by this AD are intended to

prevent an out-of-trim condition

between the trimmable horizontal

stabilizer and the elevator, which may

severely reduce controllability of the

airplane.

EFFECTIVE DATE: Effective January 10,

1996.

ADDRESSES: Information concerning this

AD may be obtained from or examined

at the Federal Aviation Administration

(FAA), Transport Airplane Directorate,

Rules Docket, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

FOR FURTHER INFORMATION CONTACT:

Charles Huber, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2589; fax (206) 227–1149.

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 Airbus

Model A310 and A300–600 series

airplanes was published in the Federal

Register on October 17, 1994 (59 FR

52273). That action proposed to require

modification of flight control computers

(FCC’s) having part numbers (P/N’s)

B216ABM6, B350AAM1, B350AAM2,

and B350AAM3 (for Model A310 series

airplanes); and P/N’s B297AAM3,

B297AAM4, and B297AAM5 (for Model

A300–600 series airplanes).

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due
Federal Register / Vol. 60, No. 237 / Monday, December 11, 1995 / Rules and Regulations 63413

consideration has been given to the

comments received.

Two commenters support the

proposed rule.

One commenter points out that the

Discussion section of the preamble to

the notice incorrectly stated that ‘‘the

flight crew may have attempted a goaround while the airplane was in an

out-of-trim condition.’’ The commenter

asserts that the subject airplane was

correctly trimmed prior to the accident.

The FAA acknowledges that the event

that prompted the AD could be

described more accurately. Therefore,

the FAA has revised the Summary

section and the statement of unsafe

condition in the final rule.

The FAA has recently reviewed the

figures it has used over the past several

years in calculating the economic

impact of AD activity. In order to

account for various inflationary costs in

the airline industry, the FAA has

determined that it is necessary to

increase the labor rate used in these

calculations from $55 per work hour to

$60 per work hour. The economic

impact information, below, has been

revised to reflect this increase in the

specified hourly labor rate.

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 rule to clarify this

long-standing requirement.

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

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

The FAA estimates that 15 Model

A310 series airplanes and 36 Model

A300–600 series airplanes of U.S.

registry will be affected by this AD.

Since the manufacturer has not yet

developed one specific modification

commensurate with the requirements of

this AD, the FAA is unable at this time

to provide specific information as to the

number of work hours or cost of parts

that would be required to accomplish

the required modification. A further

problem in developing a specific cost

estimate is the fact that modification

costs are expected to vary from operator

to operator and from airplane to

airplane depending upon airplane

configuration. The compliance time of

24 months should provide ample time

for the development, approval, and

installation of an appropriate

modification.

However, based on similar

modifications accomplished previously

on other FCC’s installed on other

airplane models, the FAA can

reasonably estimate that the required

modification may require as few as 2

work hours or as many as 50 work hours

to accomplish, at an average labor rate

of $60 per work hour. The cost of

required parts could range from a

negligible amount to as much as $1,500

per airplane. Based on these figures, the

cost impact of the proposed AD on U.S.

operators is estimated to be between

$6,120 ($120 per airplane) and $229,500

($4,500 per airplane).

The regulations adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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, 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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–25–09 Airbus Industrie: Amendment

39–9455. Docket 94–NM–145–AD.

Applicability: Model A310 series airplanes

equipped with flight control computers (FCC)

having part number (P/N) B216ABM6,

B350AAM1, B350AAM2, or B350AAM3; and

Model A300–600 series airplanes equipped

with FCC’s having P/N B297AAM3,

B297AAM4, or B297AAM5; 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) of this AD 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, alteration, or

repair remove any airplane from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent an out-of-trim condition

between the trimmable horizontal stabilizer

and the elevator, which may severely reduce

controllability of the airplane, accomplish

the following:

(a) Within 24 months after the effective

date of this AD, modify the FCC’s in

accordance with a method approved by the

Manager, Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate.

(b) As of 24 months after the effective date

of this AD, no person shall install an FCC

having P/N B216ABM6, B350AAM1,

B350AAM2, or B350AAM3 on any Model

A310 series airplane; and P/N B297AAM3,

B297AAM4, or B297AAM5 on any Model

A300–600 series airplane.

(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,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate. Operators
63414 Federal Register / Vol. 60, No. 237 / Monday, December 11, 1995 / Rules and Regulations

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(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.

(e) This amendment becomes effective on

January 10, 1996.

Issued in Renton, Washington, on

December 5, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–30134 Filed 12–8–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 93–NM–219–AD; Amendment

39–9454; AD 95–20–04 R1]

Airworthiness Directives; Lockheed

Model L–1011–385–1 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; correction.

SUMMARY: This amendment revises an

existing airworthiness directive (AD),

applicable to all Lockheed Model L–

1011–385–1 series airplanes, that

currently requires implementation of a

Supplemental Inspection Document

(SID) program of structural inspections

to detect fatigue cracking, and repair, if

necessary, to ensure continued

airworthiness of these airplanes as they

approach the manufacturer’s original

fatigue design life goal. That AD

originally was prompted by a structural

re-evaluation by the manufacturer that

identified certain structural details

where fatigue damage is likely to occur.

The actions specified in that AD are

intended to prevent fatigue cracking that

could compromise the structural

integrity of these airplanes. This

amendment corrects the compliance

time for the initial inspection of each

structurally significant detail (SSD).

DATES: Effective November 2, 1995.

The incorporation by reference of

certain publications listed in the

regulations was approved previously by

the Director of the Federal Register as of

November 2, 1995 (60 FR 51713,

October 3, 1995).

ADDRESSES: The service information

referenced in this AD may be obtained

from Lockheed Aeronautical Systems

Support Company, Field Support

Department, Dept. 693, Zone 0755, 2251

Lake Park Drive, Smyrna, Georgia

30080. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at

the FAA, Small Airplane Directorate,

Atlanta Aircraft Certification Office,

Campus Building, 1701 Columbia

Avenue, Suite 2–160, College Park,

Georgia; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Thomas Peters, Aerospace Engineer,

Flight Test Branch, ACE–116A, FAA,

Small Airplane Directorate, Atlanta

Aircraft Certification Office, Campus

Building, 1701 Columbia Avenue, Suite

2–160, College Park, Georgia 30337–

2748; telephone (404) 305–7367; fax

(404) 305–7348.

SUPPLEMENTARY INFORMATION: On

September 20, 1995, the FAA issued AD

95–20–04, amendment 39–9382 (60 FR

51713, October 3, 1995), applicable to

all Lockheed Model L–1011–385–1

series airplanes. That AD requires

implementation of a Supplemental

Inspection Document (SID) program of

structural inspections to detect fatigue

cracking, and repair, if necessary, to

ensure continued airworthiness of these

airplanes as they approach the

manufacturer’s original fatigue design

life goal. That action was prompted by

a structural re-evaluation by the

manufacturer that identified certain

structural details where fatigue damage

is likely to occur. The actions required

by that AD are intended to prevent

fatigue cracking that could compromise

the structural integrity of these

airplanes.

Since the issuance of that AD, the

FAA has received communications from

an affected operator indicating

confusion about the compliance time for

accomplishing the inspections of each

structurally significant detail (SSD).

This operator points out that the AD

specifies, first, that the inspections

contained in the SID must be

incorporated into the FAA-approved

maintenance program within 12 months

after the effective date of the AD.

Second, the AD requires that the initial

inspection of each SSD must be

accomplished within one repeat interval

after the effective date of the AD. The

operator points out that this presents a

problem in complying with the AD,

since, in some cases, the initial

inspection of an SSD may be required to

be accomplished prior to the

incorporation of the SID program into

an operator’s maintenance program.

The FAA has reviewed the

compliance time specified in AD 95–

20–04, and finds that it is indeed

erroneous. It was the FAA’s intent that

the SID program be incorporated into

the FAA-approved maintenance

inspection program prior to the

performance of any inspection

contained in the SID. Therefore, the

FAA has determined that it is

appropriate to take action to correct

paragraph (a)(1) of that AD to specify

that the compliance time for performing

the initial inspection of each SSD is

within one repeat interval measured

from a date 12 months after November

2, 1995 (the effective date of the AD).

The FAA finds that this change will not

compromise safety and is consistent

with what the FAA had originally

intended.

Action is taken herein to correct the

error and to correctly add the AD as an

amendment to section 39.13 of the

Federal Aviation Regulations (14 CFR

39.13). The effective date of the rule

remains November 2, 1995.

The final rule is being reprinted in its

entirety for the convenience of affected

operators.

Since this AD merely corrects the

compliance time for a previouslyrequired action, it requires no additional

work to be performed by affected

operators. In light of this, the FAA has

determined that it has no adverse

economic impact and imposes no

additional burden on any person.

Therefore, notice and public procedures

hereon are unnecessary.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Correction

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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–9382 (60 FR

51713, October 3, 1995), and by adding