Federal Register / Vol. 61, No. 112 / Monday, June 10, 1996 / Rules and Regulations 29269

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 Airbus Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

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.

(j) This amendment becomes effective on

July 15, 1996.

Issued in Renton, Washington, on May 31,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–14230 Filed 6–7–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–43–AD; Amendment

39–9660; AD 96–12–17]

RIN 2120–AA64

Airworthiness Directives; Beech

(Raytheon) Model BAe 125 Series 800A

and 1000A, and Model Hawker 800 and

1000 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Beech (Raytheon)

Model BAe 125 series 800A and 1000A,

and Model Hawker 800 and 1000

airplanes, that requires an inspection to

determine if the diode soldered

connections are clean and functionally

sound. This amendment also requires

remake of the soldered connection and

replacement of the diode with a new

diode, if necessary. This amendment is

prompted by reports of imperfect

soldered connections in the engine

starting and battery emergency control

circuit. The actions specified by this AD

are intended to prevent incorrect fault

displays in the cockpit and intermittent

fault symptoms in the engine starting

and battery emergency control circuits,

as a result of imperfect soldered

connections.

DATES: Effective July 15, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 15,

1996.

ADDRESSES: The service information

referenced in this AD may be obtained

from Raytheon Aircraft Company,

Manager Service Engineering, Hawker

Customer Support Department, P.O. Box

85, Wichita, Kansas 67201–0085. 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 Office of

the Federal Register, 800 North Capitol

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

FOR FURTHER INFORMATION CONTACT: Tim

Backman, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2797; 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 Beech

(Raytheon) Model BAe 125 series 800A

and 1000A, and Model Hawker 800 and

1000 airplanes was published in the

Federal Register on September 15, 1995

(60 FR 47903). That action proposed to

require an inspection to determine if the

diode soldered connections are clean

and functionally sound. That action also

proposed to require remake of the

soldered connection or replacement of

the diode with a new diode, if

necessary.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Requests to Revise the Applicability of

the AD

Two commenters request that the

applicability of the proposed rule be

revised to include all the airplane serial

numbers listed in Hawker Service

Bulletin SB 24–317, and that the letter

‘‘A’’ (i.e., U.S.-type certificated)

designation for Model BAe 125 series

800 and 1000 airplanes be deleted. One

of these commenters states that the

effectivity listing contained in Hawker

Service Bulletin SB 24–317 (which was

referenced in the proposal as the

appropriate source of service

information) does not specify either the

model suffix ‘‘A’’ or the model suffix

‘‘B’’ (i.e., CAA type certificated) for any

of the affected airplanes.

Therefore, the commenter points out

that the effectivity listing of the service

bulletin covers the worldwide fleet, not

just U.S.-registered airplanes.

The other commenter, the Civil

Aviation Authority (CAA), which is the

airworthiness authority for the United

Kingdom, also asserts that the

applicability of the proposal is incorrect

since it does not cover the worldwide

fleet. This commenter adds that, as of

August 1, 1995, the type certificate (TC)

responsibilities for Model BAe 125

series 800 and 1000, and Model Hawker

800 and 1000 airplanes have been

transferred from the CAA to the FAA.

This commenter adds that it is

important to note that, since this

transfer, AD’s issued by the FAA must

cover all of these airplane models, as

appropriate, and not just those on the

U.S. Register.

This commenter also notes that the

proposed applicability would result in

confusion among operators and will not

fulfill the obligation of the FAA with the

International Civil Aviation

Organization (ICAO). This commenter

asserts that the current Type Certificate

Data Sheet (TCDS), A3EU (Revision 24,

dated August 1, 1995), indicates that the

FAA accepted the responsibility for the

promulgation of all airworthiness

information relevant to the subject

airplanes in accordance with ICAO

Annex 8. The commenter contends that,

since the FAA is now responsible for

the continued airworthiness of all

airplanes listed in TCDS A3EU (which

includes Model BAe 125 series 800A,

800B, 1000A, and 1000B, and Model

Hawker 800 and 1000 airplanes), the

applicability of the proposal should

include all of the Model BAe 125 series

800 and 1000 airplanes, not just those

airplanes having a letter designation of

‘‘A.’’

The FAA does not agree with the

commenters’ specific request to revise

the applicability of the final rule, but

recognizes that some clarification is

necessary. The airplane models that are

the subject of this AD were originally

designed and manufactured in the

United Kingdom. The CAA issued Type

and Airworthiness Certificates for these

affected airplanes. Therefore, under

ICAO Annex 8, the United Kingdom

was the State of Design and had the

responsibility for providing other states

with continuing airworthiness

information regarding these models.

However, as of August 1, 1995, the

responsibility of design, continued

airworthiness, design data, and

manufacturing (i.e., TC responsibilities)

for all Model DH/HS/BH/BAe 125 and

Model Hawker 800 and 1000 airplanes,

has been transferred from Raytheon

Corporate Jets, Inc., Hatfield, United

Kingdom, to Beech Aircraft Corporation

(Raytheon), Wichita, Kansas, U.S.A. As

a result of this transfer, Revision 24 of

TCDS A3EU was issued, as discussed by

one of the commenters.

The FAA has reexamined TCDS A3EU

and finds that the text of the TCDS

correctly reflects U.S. type-certificated

airplanes (i.e., models having the letter
29270 Federal Register / Vol. 61, No. 112 / Monday, June 10, 1996 / Rules and Regulations

designation ‘‘A’’); however, the letter

designation ‘‘A’’ was erroneously left off

certain U.S. type-certificated models in

the applicability block of the TCDS.

Therefore, operators could misinterpret

the applicability block to mean that all

Model BAe 125 series 800 and 1000,

including those models with letter

designation ‘‘B’’ (i.e., non-U.S. typecertificated airplanes), are type

certificated for operation in the U.S. In

light of this, the FAA is considering

revising TCDS A3EU to add the letter

designation ‘‘A’’ for U.S. typecertificated airplanes in order to clarify

that only those models are type

certificated for operation in the U.S.

The FAA only has responsibilities

under ICAO Annex 8, such as the

promulgation of all airworthiness

information, with respect to models that

have been type certificated in the U.S.;

the FAA cannot assume such

responsibilities for airplane models that

have not been type certificated in the

U.S. Nevertheless, the FAA recognizes

that Model BAe 125 series 800B and

BAe 125 series 1000B airplanes are

similar in design to the airplanes that

are subject to the requirements of this

AD and, therefore, also may be subject

to the unsafe condition addressed by

this AD. Therefore, the FAA has

included a new NOTE in the final rule

that will advise the airworthiness

authorities of countries in which the

Model BAe 125 series 800B and BAe

125 series 1000B airplanes are approved

for operation that those countries

should consider adopting corrective

action, applicable to those models, that

is similar to the corrective action

required by this AD.

Additionally, the FAA has reviewed

Hawker Service Bulletin SB 24–317 and

acknowledges that its effectivity listing

does not specify a suffix of ‘‘A’’ or ‘‘B’’

for the affected airplanes. However, the

FAA finds that, under parts 39

(‘‘Airworthiness Directives’’) and 91

(‘‘General Operating and Flight Rules’’)

of the Federal Aviation Regulations (14

CFR parts 39 and 91), it is the

responsibility of the owner/operator to

review the applicability of the AD to

determine if its airplane is affected. The

FAA points out that the applicability of

an AD only includes affected airplane

models that are currently U.S. type

certificated, even though the effectivity

listing of the service bulletin may

include airplane models that are not

U.S. type certificated. Therefore, the

FAA points out that only U.S.-registered

airplanes are required to comply with

the requirements of this AD.

Request to Revise Name and Address of

Type Certificate Holder

One commenter requests that the

name ‘‘Raytheon Corporate Jets’’ be

revised throughout the proposed rule to

the current type certificate holder,

‘‘Beech Aircraft Corporation.’’ The

commenter also requests that the

address for obtaining service

information be revised to ‘‘Raytheon

Aircraft Company, Manager Service

Engineering, Hawker Customer Support

Department, P.O. Box 85, Wichita,

Kansas 67201–0085.’’

The FAA concurs and, accordingly,

has revised the name of the type

certificate holder and the address for

service information throughout this

final rule.

Correction of Designation of Affected

Airplanes

The FAA has revised the final rule to

correctly designate the affected airplane

models as ‘‘Beech (Raytheon) Model

BAe 125 series 800A and 1000A, and

Model Hawker 800 and 1000 airplanes.’’

Conclusion

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.

Cost Impact

The FAA estimates that 19 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 1

work hour per airplane to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $1,140, or $60 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.

Regulatory Impact

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, 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:

96–12–17 Beech Aircraft Corporation

(Formerly DeHavilland; Hawker

Siddeley; British Aerospace, PLC;

Raytheon Corporate Jets, Inc.):

Amendment 39–9660. Docket 95–NM–

43–AD.

Applicability: Model BAe 125 series 800A

and 1000A, and Model Hawker 800 and 1000

airplanes; as listed in Raytheon Corporate

Jets Hawker Service Bulletin SB 24–317,

dated December 22, 1994; 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
Federal Register / Vol. 61, No. 112 / Monday, June 10, 1996 / Rules and Regulations 29271

been eliminated, the request should include

specific proposed actions to address it.

Note 2: Beech (Raytheon) Model BAe 125

series 800B and BAe 125 series 1000B

airplanes are similar in design to the

airplanes that are subject to the requirements

of this AD and, therefore, also may be subject

to the unsafe condition addressed by this AD.

However, as of the effective date of this AD,

those models are not type certificated for

operation in the United States. Airworthiness

authorities of countries in which the Model

BAe 125 series 800B and BAe 125 series

1000B airplanes are approved for operation

should consider adopting corrective action,

applicable to those models, that is similar to

the corrective action required by this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent incorrect fault displays in the

cockpit and intermittent fault symptoms in

the engine starting and battery emergency

control circuits, as a result of imperfect

soldered connections, accomplish the

following:

(a) Within 6 months after the effective date

of this AD, perform an inspection to

determine if each diode soldered connection

is clean and functionally sound, in

accordance with Hawker Service Bulletin SB

24–317, dated December 22, 1994. If any

diode soldered connection is not clean or not

functionally sound, prior to further flight,

remake the soldered connection or replace

the diode with a new diode, in accordance

with the service bulletin.

(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,

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.

(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.

(d) The inspection, remake, and

replacement shall be done in accordance

with Hawker Service Bulletin SB 24–317,

dated December 22, 1994. 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 Raytheon Corporate Jets,

Inc., Customer Support Department, Adams

Field, P.O. Box 3356, Little Rock, Arkansas

72203. 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.

(e) This amendment becomes effective on

July 15, 1996.

Issued in Renton, Washington, on May 31,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–14226 Filed 6–7–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 93–ANE–48; Amendment 39–

9586; AD 96–09–10]

RIN 2120–AA64

Airworthiness Directives; Textron

Lycoming Reciprocating Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Textron Lycoming

reciprocating engines, that currently

requires replacement of sintered iron

impellers in oil pumps. This

amendment continues to require

replacement of sintered iron impellers,

but also requires replacement of

aluminum impellers. This amendment

is prompted by reports of additional oil

pump failures caused by aluminum

impellers, which do not have the

reliability of the hardened steel

impellers. The actions specified by this

AD are intended to prevent an oil pump

failure due to impeller failure, which

could result in an engine failure.

DATES: Effective July 15, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 15,

1996.

ADDRESSES: The service information

referenced in this AD may be obtained

from any Textron Lycoming Distributor

or Textron Lycoming, Reciprocating

Engine Division, 652 Oliver St.,

Williamsport, PA 17701; telephone

(717) 327–7278, fax (717) 327–7022.

This information may be examined at

the Federal Aviation Administration

(FAA), New England Region, Office of

the Assistant Chief Counsel, 12 New

England Executive Park, Burlington, MA

01803–5299; or at the Office of the

Federal Register, 800 North Capitol

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

FOR FURTHER INFORMATION CONTACT:

Richard Fiesel, Aerospace Engineer,

New York Aircraft Certification Office,

FAA, Engine and Propeller Directorate,

10 Fifth Street, Valley Stream, NY

11581; telephone (516) 256–7504, fax

(516) 568–2716.

SUPPLEMENTARY INFORMATION: On August

14, 1981, the Federal Aviation

Administration (FAA) issued

airworthiness directive (AD) 81–18–04,

Amendment 39–4199 (46 FR 43134,

August 27, 1981), to require

replacement of sintered iron oil pump

impellers and oil pump shafts with

impellers and shafts made of aluminum

or hardened steel in certain Textron

Lycoming reciprocating engines. That

action was prompted by reports of oil

pump failures. Subsequent to the

publication of AD 81–18–04, the FAA

issued two revisions to AD 81–18–04;

they are: 81–18–04R1, Amendment 39–

4258 (46 FR 56157, November 16, 1981),

effective November 19, 1981, and AD

81–18–04R2, Amendment 39–4395 (47

FR 23691, June 1, 1982), effective June

7, 1982.

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) by superseding AD 81–18–04R2

was published in the Federal Register

on January 3, 1994 (59 FR 35). That

action proposed to require replacing

sintered iron and aluminum impellers

and shafts with hardened steel impellers

and shafts, in accordance with Avco

Lycoming Division Service Bulletin (SB)

No. 381C, dated November 7, 1975;

Avco Lycoming Textron SB No. 385C,

dated October 3, 1975; Avco Lycoming

Textron SB No. 454 B, dated January 2,

1987; Avco Lycoming Textron SB No.

455 D, dated January 2, 1987; and

Textron Lycoming SB No. 456 F, dated

February 8, 1993.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Several commenters state that it is not

necessary to replace the aluminum

impeller with a steel impeller, as they

consider the aluminum impeller’s

reliability to be adequate. The FAA does

not concur. The FAA’s analysis of seven

years of Service Difficulty Reports

indicates that the aluminum impeller

does not have the reliability of the

hardened steel impeller and is only

slightly more reliable that the sintered

iron impeller. Based on that analysis the

FAA has issued Safety Recommendation

92.052 that recommends replacement of

the aluminum impeller within 100

hours time in service (TIS).

Several commenters state that the

aluminum impeller should be replaced

at overhaul rather than at 750 hours TIS

because of the difficulty of

accomplishing the modification without

engine disassembly and thereby