20764 Federal Register / Vol. 61, No. 90 / Wednesday, May 8, 1996 / Proposed Rules

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

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘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 copy of the draft

regulatory 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, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 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:

Airbus Industrie: Docket 95–NM–241–AD

Applicability: Model A310 series airplanes,

on which Airbus Modification 6022 or 6485

has not been installed; certificated in any

category.

Note 1: This AD applies to each airplane

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 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 (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 as indicated, unless

accomplished previously.

To prevent failure of the shaft of the slat

transmission system, and subsequent

uncommanded movement of the associated

slat, accomplish the following:

(a) Prior to the accumulation of 2,000

landings or 500 flight hours after the effective

date of this AD, whichever occurs later,

perform a visual inspection to detect

discrepancies of the slat universal joint and

steady bearing assemblies, in accordance

with Airbus Service Bulletin A310–27–2040,

Revision 2, dated January 5, 1995.

Note 2: Airbus Service Bulletin A310–27–

2040 inadvertently references Lucas/Liebherr

Service Bulletin 551A–27–6010 as the

appropriate source for accomplishing the

inspection. Lucas/Liebherr Service Bulletin

551A–27–610 is the appropriate source of

information.

(1) If no discrepancy is found, repeat the

inspection thereafter at intervals not to

exceed 2,000 landings.

(2) If any discrepancy is detected and the

groove depth on the shaft is greater than or

equal to 1 mm (0.04 in.), prior to further

flight, replace the discrepant bearing

assembly with a new, like assembly, in

accordance with the service bulletin. After

replacement, repeat the visual inspection

thereafter at intervals not to exceed 2,000

landings.

(3) If any discrepancy is detected and the

groove depth on the shaft is less than 1 mm

(0.04 in.), prior to 50 landings after

accomplishing the initial inspection, replace

the discrepant bearing assembly with a new,

like assembly, in accordance with the service

bulletin. After the replacement, repeat the

visual inspection thereafter at intervals not to

exceed 2,000 landings.

(b) Within 5 years after the effective date

of this AD, replace the slat universal joint

and steady bearing assemblies with new

assemblies, in accordance with Lucas

Liebherr Service Bulletin 523–27–M523–1,

dated April 25, 1986. Accomplishment of the

replacement constitutes terminating action

for the repetitive inspection requirements of

paragraph (a) of this AD.

(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

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 3: 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.

Issued in Renton, Washington, on May 2,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–11441 Filed 5–7–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–90–AD]

RIN 2120–AA64

Airworthiness Directives; Gulfstream

Model G–1159 (G–II), G–1159A (G–III),

and G–1159B (G–IIB) Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to all

Gulfstream Model G–1159 (G–II), G–

1159A (G–III), and G–1159B (G–IIB)

series airplanes. This proposal would

require inspections to detect cracking

and/or corrosion at various locations of

the wings, and modification of cracked

and/or corroded parts. This proposal is

prompted by a report indicating that

cracks, caused by stress corrosion, were

found at various locations at buttock

line (BL) 0 to BL 19 of the lower wing

plank. The actions specified by the

proposed AD are intended to prevent

such stress corrosion cracking, which

could result in structural failure of the

wing under certain load conditions.

DATES: Comments must be received by

June 17, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

90–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.

The service information referenced in

the proposed rule may be obtained from

Gulfstream Aerospace Corporation,

Technical Operations Department, P.O.

Box 2206, M/S D–10, Savannah, Georgia

31402–2206. 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.
Federal Register / Vol. 61, No. 90 / Wednesday, May 8, 1996 / Proposed Rules 20765

FOR FURTHER INFORMATION CONTACT:

Steve Flanagan, Aerospace Engineer,

Airframe and Propulsion Branch, ACE–

117A, FAA, Small Airplane Directorate,

Atlanta Aircraft Certification Office,

Campus Building, 1701 Columbia

Avenue, Suite 2–160, College Park,

Georgia 30337–2748; telephone (404)

305–7363; fax (404) 305–7348.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed 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 above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed 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

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 96–NM–90–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–103, Attention: Rules Docket No.

96–NM–90–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The FAA has received a report

indicating that cracks were found on

certain Gulfstream Model G–1159 (G–II),

G–1159A (G–III), and G–1159B (G–IIB)

series airplanes in the forward and aft

flanges of the fail-safe splice channels at

the forward and aft splice locations at

buttock line (BL) 0 to BL 19 of the lower

wing planks. In the same location,

cracks have also been found in the

vicinity of the internal stiffener run-outs

in the fail-safe tee angles of the wing

plank, and in the connecting angles in

the forward wing plank at BL 6.

Investigation has revealed that this

cracking is caused by stress corrosion.

Stress corrosion cracking at BL 0 to BL

19 of the lower wing planks, if not

detected and corrected in a timely

manner, could result in structural

failure of the wing under certain load

conditions.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

the following Gulfstream customer

bulletins, all of which are dated August

4, 1994:

• Gulfstream II Customer Bulletin No.

412,

• Gulfstream IIB Customer Bulletin

No. 413, and

• Gulfstream III Customer Bulletin

No. 128.

These customer bulletins describe

procedures for radiographic inspections

to detect cracking and/or corrosion of

the lower wing plank at buttock line

(BL) 0 to BL 19 and between the stackups at the BL 0 to BL 6 ribs. These

customer bulletins also describe

procedures for non-destructive test

(NDT) inspections to detect cracking

and/or corrosion on the connecting

angles from BL 6 to BL 19 ribs; the No.

1 and No. 2 fail-safe tees 1 and 2 at the

BL 6 to BL 19 ribs; the wing plank splice

channels at the BL 6 to BL 19 ribs; and

the butterfly splice plates.

The FAA has also reviewed and

approved the following Gulfstream

service changes, all of which are dated

February 15, 1996:

• Gulfstream II Aircraft Service

Change No. 490;

• Gulfstream IIB Aircraft Service

Change No. 491; and

• Gulfstream III Aircraft Service

Change No. 301.

These aircraft service changes

describe procedures for modification of

cracked and/or corroded parts of the

wings. This modification involves

removal of all corrosion from the lower

wing planks (forward, mid, and aft) and

replacement or repair of the fail-safe

channels (BL 6–19) of the lower mid

plank and tee clips (BL 6) of the lower

forward plank.

Explanation of the Requirements of the

Proposed Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

require radiographic and NDT

inspections to detect cracking and/or

corrosion at various location of the

wings, and modification of cracked and/

or corroded parts of the wings. The

actions would be required to be

accomplished in accordance with the

customer bulletins and aircraft service

changes described previously.

Corrosion and cracking at BL 0 to BL

19 in the lower wing planks is normally

addressed by requiring repetitive

inspections of the planks at 18 month

intervals that are based on calculations

derived from the service history of the

components involved; repetitive

inspections of the lower wing planks

will maintain the level of risk for

undetected stress corrosion cracking at

acceptable levels. The maintenance

program for Model G–1159 (G–II), G–

1159A (G–III), and G–1159B (G–IIB)

series airplanes has been recently

revised to extend the interval from 18

months to 72 months for the removal of

the fasteners at BL 0 to BL 19. The FAA

has determined that the one-time

inspection of the subject lower wing

planks that would be required by this

AD, coupled with the repetitive

inspections that currently are a part of

the maintenance program, is adequate to

provide a level of reliability and safety

equivalent to that required by the

Federal Aviation Regulations (FAR).

This combination of inspections will

ensure that any corrosion and/or

cracking is detected on the lower wing

planks and modified before such

conditions could affect the operational

safety of the airplane.

Cost Impact

There are approximately 445 Model

G–1159 (G–II), G–1159A (G–III), and G–

1159B (G–IIB) series airplanes of the

affected design in the worldwide fleet.

The FAA estimates that 345 airplanes of

U.S. registry would be affected by this

proposed AD, that it would take

approximately 100 work hours per

airplane to accomplish the proposed

actions, and that the average labor rate

is $60 per work hour. Based on these

figures, the cost impact of the proposed

AD on U.S. operators is estimated to be

$2,070,000, or $6,000 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this proposed AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted. However, the

FAA has been advised that 304 U.S.-

registered airplanes have been inspected

in accordance with the requirements of

this AD. Therefore, the future economic

cost impact of this proposed AD on U.S.

operators would be only $246,000.
20766 Federal Register / Vol. 61, No. 90 / Wednesday, May 8, 1996 / Proposed Rules

Regulatory Impact

The regulations proposed herein

would 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

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘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 copy of the draft

regulatory 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, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 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), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Gulfstream: Docket 96–NM–90–AD

Applicability: All Model G–1159 (G–II), G–

1159A (G–III), and G–1159B (G–IIB) series

airplanes; 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 (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 as indicated, unless

accomplished previously.

To prevent stress corrosion cracking at BL

0 to 19 of the lower wing planks, which

could result in structural failure of the wing

under certain load conditions, accomplish

the following:

(a) Within 9 months after the effective date

of this AD, perform radiographic and nondestructive test (NDT) inspections to detect

cracking and/or corrosion at various

locations of the wings as specified in the

Accomplishment Instructions of Gulfstream

GIII Customer Bulletin No. 128, dated August

4, 1994; Gulfstream IIB Customer Bulletin

No. 413, dated August 4, 1994; or Gulfstream

II Customer Bulletin No. 412, dated August

4, 1994; as applicable.

Note 2: Inspections accomplished prior to

the effective date of this AD in accordance

with the following applicable Gulfstream

documents, are considered acceptable for

compliance with paragraph (a) of this AD.

• GII Maintenance Manual Interim

Revision 48–3, dated April 27, 1992;

• GII Maintenance Manual Interim

Revision 15–3, dated April 27, 1992; or

• GII Maintenance Manual Interim

Revision 32–3, dated April 27, 1992

(b) If any crack and/or corrosion is found

during any inspection required by paragraph

(a) of this AD, prior to further flight, modify

the cracked and/or corroded parts of the

wings as specified in the Modification

Instructions of Gulfstream III Aircraft Service

Change No. 301; Gulfstream IIB Aircraft

Service Change No. 491; or Gulfstream II

Aircraft Service Change No. 490; all dated

February 15, 1996; as applicable.

Note 3: Modifications accomplished prior

to the effective date of this AD in accordance

with the following applicable Gulfstream

documents, are considered acceptable for

compliance with paragraph (b) of this AD.

• Gulfstream III Aircraft Service Change

No. 244 (not dated), as revised by Gulfstream

III Aircraft Service Change No. 244 AM 1,

dated March 30, 1992;

• Gulfstream IIB Aircraft Service Change

No. 447, dated March 16, 1992, as revised by

Gulfstream IIB Aircraft Service Change No.

447 AM 1, dated March 30, 1992; or

• Gulfstream II Aircraft Service Change

No. 439 (not dated), as revised by Gulfstream

II Aircraft Service Change No. 439 AM 1,

dated March 30, 1992

(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, Atlanta

Aircraft Certification Office (ACO), FAA,

Small Airplane Directorate. Operators shall

submit their requests through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, Atlanta ACO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(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.

Issued in Renton, Washington, on May 2,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–11442 Filed 5–7–96; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF THE TREASURY

Internal Revenue Service

26 CFR Part 1

[EE–106–82]

RIN 1545–AE45

Loans to Plan Participants; Hearing

AGENCY: Internal Revenue Service,

Treasury.

ACTION: Notice of public hearing on

proposed rulemaking.

SUMMARY: This document provides

notice of a public hearing on proposed

regulations relating to loans made from

a qualified employer plan to plan

participants or beneficiaries.

DATES: The public hearing will be held

on Friday, June 28, 1996, beginning at

10 a.m. Requests to speak and outlines

or oral comments must be received by

Friday, June 7, 1996.

ADDRESSES: The public hearing will be

held in the Internal Revenue Service

Auditorium, Seventh Floor, 7400

Corridor, Internal Revenue Building,

1111 Constitution Avenue NW.,

Washington, DC. Requests to speak and

outlines of oral comments should be

mailed to the Internal Revenue Service,

P.O. Box 7604, Ben Franklin Station,

Attn: CC:DOM:CORP:R [EE 106–82],

room 5226, Washington, DC 20044.

FOR FURTHER INFORMATION CONTACT:

Christina Vasquez of Regulations Unit,

Assistant Chief Counsel (Corporate),

(202) 622–6803 (not a toll-free number).

SUPPLEMENTARY INFORMATION: The

subject of the public hearing is proposed

amendments to the Income Tax

Regulations under section 72 of the

Internal Revenue Code of 1986. The

proposed regulations appeared in the

Federal Register for Thursday,

December 21, 1995 (60 FR 66233).

The rules of § 601.601(a)(3) of the

‘‘Statement of Procedural Rules’’ (26

CFR Part 601) shall apply with respect

to the public hearing. Persons who have

submitted written comments within the