34718 Federal Register / Vol. 61, No. 129 / Wednesday, July 3, 1996 / Rules and Regulations

for approval of these features on the

airplane.

The substance of the special

conditions for this airplane has been

subject to the notice and comment

procedure in several prior instances and

has been derived without substantive

change from those previously issued. It

is unlikely that prior public comment

would result in a significant change

from the substance contained herein.

For this reason, and because a delay

would significantly affect the

certification of the airplane, which is

imminent, the FAA has determined that

prior public notice and comment are

unnecessary and impracticable, and

good cause exists for adopting these

special conditions immediately.

Therefore, these special conditions are

being made effective upon issuance. The

FAA is requesting comments to allow

interested persons to submit views that

may not have been submitted in

response to the prior opportunities for

comment described above.

List of Subjects in 14 CFR Part 25

Aircraft, Aviation safety, Reporting

and recordkeeping requirements.

The authority citation for this special

condition is as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701,

44702, 44704.

The Special Conditions

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the following special

conditions are issued as part of the type

certification basis for Cessna Model 500,

550, and S550 airplanes, as modified by

Columbia Avionics, Inc.

1. Protection from Unwanted Effects

of High-Intensity Radiated Fields

(HIRF). Each electrical and electronic

system that performs critical functions

must be designed and installed to

ensure that the operation and

operational capability of these systems

to perform critical functions are not

adversely affected when the airplane is

exposed to high-intensity radiated

fields.

2. For the purpose of this special

condition, the following definition

applies: Critical Functions. Functions

whose failure would contribute to or

cause a failure condition that would

prevent the continued safe flight and

landing of the airplane.

Issued in Renton, Washington, in June 20,

1996.

Gary L. Killion,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service,

ANM–100.

[FR Doc. 96–16959 Filed 7–2–96; 8:45 am]

BILLING CODE 4910–13–M

14 CFR Part 39

[Docket No. 95–NM–253–AD; Amendment

39–9675; AD 96–13–07]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F27 Mark 100, 200, 300, 400, 500,

600, and 700 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to all Fokker Model F27

Mark 100, 200, 300, 400, 500, 600, and

700 series airplanes, that currently

requires supplemental structural

inspections to detect fatigue cracks, and

repair or replacement, as necessary, to

ensure the continued airworthiness of

these airplanes. This amendment adds

and revises certain significant structural

items for which inspection and repair or

replacement is necessary. This

amendment is prompted by a structural

re-evaluation conducted by the

manufacturer, which identified

additional structural elements where

fatigue damage is likely to occur. The

actions specified by this AD are

intended to prevent reduced structural

integrity of these airplanes.

DATES: Effective August 6, 1996.

The incorporation by reference of

Fokker SIP Product Support Document

27438, Part 1, including revisions up

through August 1, 1995, as listed in the

regulations is approved by the Director

of the Federal Register as of August 6,

1996.

The incorporation by reference of

Fokker SIP Document 27438, Part 1,

including revisions up through

November 1, 1991, as listed in the

regulations, was approved previously by

the Director of the Federal Register as of

October 21, 1992 (57 FR 42693).

ADDRESSES: The service information

referenced in this AD may be obtained

from Fokker Aircraft USA, Inc., 1199

North Fairfax Street, Alexandria,

Virginia 22314. 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:

Ruth E. Harder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–1721; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 92–19–07,

amendment 39–8365 (57 FR 42693,

September 16, 1992), which is

applicable to all Fokker Model F27

Mark 100, 200, 300, 400, 500, 600, and

700 series airplanes, was published in

the Federal Register on April 10, 1996

(61 FR 15906). The action proposed to

supersede AD 92–19–07 to continue to

require a program of supplemental

structural inspections (SIP) to detect

fatigue cracks, and repair or

replacement, as necessary. The action

also proposed to add and revise certain

significant structural items (SSI) for

which inspection and repair or

replacement is necessary.

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.

Support for the Proposal

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 with as proposed.

Cost Impact

There are approximately 34 Fokker

Model F27 Mark 100, 200, 300, 400,

500, 600, and 700 series airplanes of

U.S. registry that will be affected by this

AD.

The actions that are currently

required by AD 92–19–07 take

approximately 295 work hours per

airplane per year to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

on U.S. operators relative to the

requirements of the previously-issued

AD that are retained in this new AD

action is estimated to be $601,800, or

$17,700 per airplane, annually.

The new actions that are required by

this new AD action will take

approximately 179 additional work

hours per airplane per year to

accomplish, at an average labor rate of
Federal Register / Vol. 61, No. 129 / Wednesday, July 3, 1996 / Rules and Regulations 34719

$60 per work hour. These actions

include the implementation of the

inspections, repairs, or replacements

specified in the revisions to the SIP

Document into an operator’s

maintenance program; as well as

removal, inspection, and installation of

structure. Based on these figures, the

cost impact on U.S. operators relative to

the new requirements of this AD is

estimated to be $365,160, or $10,740 per

airplane, the first year and annually

thereafter.

The cost impact figures discussed

above are 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

removing amendment 39–8365 (57 FR

42693, September 16, 1992), and by

adding a new airworthiness directive

(AD), amendment 39–9675, to read as

follows:

96–13–07 Fokker: Amendment 39–9675.

Docket 95–NM–253–AD. Supersedes AD

92–19–07, Amendment 39–8365.

Applicability: All Model F27 Mark 100,

200, 300, 400, 500, 600, and 700 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

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 (d) 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 structural integrity of

these airplanes, accomplish the following:

Note 2: Information collection

requirements contained in this regulation

have been approved by the Office of

Management and Budget (OMB) under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB Control Number 2120–0056.

(a) Within 6 months after October 21, 1992

(the effective date of AD 92–19–07,

amendment 39–8365), incorporate into the

FAA-approved maintenance program the

inspections, inspection intervals, repairs, or

replacements defined in Fokker Structural

Integrity Program (SIP) Document 27438, Part

1, including revisions up through November

1, 1991; and inspect, repair, and replace, as

applicable. The non-destructive inspection

techniques referenced in the SIP Document

provide acceptable methods for

accomplishing the inspections required by

this AD. If any cracking is detected,

inspection results must be reported to Fokker

in accordance with the instructions of the SIP

Document.

(b) Within 6 months after the effective date

of this AD, incorporate into the FAAapproved maintenance program the

inspections, inspection intervals, repairs, or

replacements defined in Fokker SIP Product

Support Document 27438, Part 1, including

revisions up through August 1, 1995; and

inspect, repair, and replace, as applicable.

The non-destructive inspection techniques

referenced in the SIP Document provide

acceptable methods for accomplishing the

inspections required by this AD. If any

cracking is detected, inspection results must

be reported to Fokker in accordance with the

instructions of the SIP Document.

(c) Cracked structure detected during the

inspections required by paragraph (a) or (b)

of this AD must be repaired or replaced, prior

to further flight, in accordance with the

instructions in Fokker SIP Document 27438,

Part 1, including revisions up through

November 1, 1991; or Fokker SIP Product

Support Document 27438, Part 1, including

revisions up through August 1, 1995;

respectively; or in accordance with other data

meeting the certification basis of the airplane

which is approved by the FAA or by the

Rijksluchtvaartdienst (RLD).

(d) 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.

(e) 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.

(f) Certain of the actions shall be done in

accordance with Fokker SIP Document

27438, Part 1, including revisions up through

November 1, 1991. The incorporation by

reference of that document was approved

previously by the Director of the Federal

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

and 1 CFR part 51 as of October 21, 1992 (57

FR 42693). Certain other actions shall be

done in accordance with Fokker SIP Product

Support Document 27438, Part 1, including

revisions up through August 1, 1995. The

incorporation by reference of this document

was approved by the Director of the Federal

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

and 1 CFR part 51. Copies of either document

may be obtained from Fokker Aircraft USA,

Inc., 1199 North Fairfax Street, Alexandria,

Virginia 22314. 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.

(g) This amendment becomes effective on

August 6, 1996.

Issued in Renton, Washington, on June 13,

1996.

James V. Devany,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–15600 Filed 7–2–96; 8:45 am]

BILLING CODE 4910–13–U