Federal Register / Vol. 61, No. 29 / Monday, February 12, 1996 / Rules and Regulations 5279

a location where the requirements of this AD

can be accomplished.

(g) The modifications shall be done in

accordance with de Havilland Service

Bulletin S.B. 8–57–24, Revision ‘A’, dated

September 26, 1995. The AFM revision may

be done in accordance with DHC–8 Model

301 Flight Manual, PSM 1–83–1A, Flight

Manual Revision 57, dated September 26,

1995, for Model DHC–8–301 series airplanes.

The incorporation by reference of these

documents 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 Bombardier, Inc.,

Bombardier Regional Aircraft Division,

Garratt Boulevard, Downsview, Ontario,

Canada M3K 1Y5. Copies may be inspected

at the FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, New York

Aircraft Certification Office, Engine and

Propeller Directorate, 10 Fifth Street, Third

Floor, Valley Stream, New York; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(h) This amendment becomes effective on

February 27, 1996.

Issued in Renton, Washington, on

December 22, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–2951 Filed 2–9–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–CE–17–AD; Amendment 39–

9499; AD 96–03–03]

Airworthiness Directives; Fairchild

Aircraft SA226 and SA227 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain Fairchild Aircraft

SA226 and SA227 series airplanes. This

action requires replacing the nuts that

attach the power control cable to the

lever attach point clevis with nuts that

have safety wire holes, safety-wiring the

power control cable to the lever attach

point clevis, inspecting to assure that

the power cable is securely attached to

the power control cable bracket, and

correcting any attachment problems.

Reports of power control cable attaching

hardware failure on two of the affected

airplanes prompted this action. In one

of these instances, the power control

cable disconnected from the lever attach

point clevis, resulting in engine

shutdown. The actions specified by this

AD are intended to prevent such power

control cable disconnection, which

could result in engine shutdown and

subsequent loss of control of the

airplane.

DATES: Effective March 15, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 15,

1996.

ADDRESSES: Service information that

applies to this AD may be obtained from

Fairchild Aircraft, P.O. Box 790490, San

Antonio, Texas 78279–0490; telephone

(210) 824–9421. This information may

also be examined at the Federal

Aviation Administration (FAA), Central

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket 95–

CE–17–AD, Room 1558, 601 E. 12th

Street, Kansas City, Missouri 64106; or

at the Office of the Federal Register, 800

North Capitol Street NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Alma Ramirez-Hodge, Aerospace

Engineer, FAA, Airplane Certification

Office, 2601 Meacham Boulevard, Fort

Worth, Texas 76193–0150; telephone

(817) 222–5147; facsimile (817) 222–

5959.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an AD that would apply to

certain Fairchild Aircraft SA226 and

SA227 series airplanes was published in

the Federal Register on July 19, 1995

(60 FR 37037). The action proposed to

require replacing the nuts that attach the

power control cable to the lever attach

point clevis with nuts that have safety

wire holes, safety-wiring the power

control cable to the lever attach point

clevis, inspecting to assure that the

power cable is securely attached to the

power control cable bracket, and

correcting any attachment problems.

Accomplishment of the proposed

actions would be in accordance with

Fairchild Service Bulletin (SB) 226–76–

009; Fairchild SB 227–76–004; or

Fairchild SB CC7–76–001, all Issued:

January 6, 1995, as applicable.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposed rule or the FAA’s

determination of the cost to the public.

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed except for minor

editorial corrections. The FAA has

determined that these corrections will

not change the meaning of the AD and

will not add any additional burden

upon the public than was already

proposed.

The FAA estimates that 779 airplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

4 workhours per airplane to accomplish

the required action, and that the average

labor rate is approximately $60 an hour.

Parts would consist of common

hardware and the cost would vary;

however, for the purposes of this AD, a

figure of $20 is used. Based on these

figures, the total cost impact of this AD

on U.S. operators is estimated to be

$202,540. This figure is based on the

assumption that no owner/operator of

the affected airplanes has accomplished

the required actions. Since parts are

obtained locally, the FAA has no readily

available means of determining how

many owners/operators have

incorporated the required actions.

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 copy of the final

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, 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:
5280 Federal Register / Vol. 61, No. 29 / Monday, February 12, 1996 / Rules and Regulations

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 a new airworthiness directive

(AD) to read as follows:

96–03–03 Fairchild Aircraft: Amendment

39–9499; Docket No. 95–CE–17–AD.

Applicability: Models SA226–T, SA226–

T(B), SA226–AT, SA226–TC, SA227–TT,

SA227–AT, SA227–AC, SA227–BC, SA227–

CC, and SA227–DC 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 (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 the next 100

hours time-in-service after the effective date

of this AD, unless already accomplished.

To prevent the power control cable from

disconnecting from the lever attach point

clevis, which could result in engine

shutdown and subsequent loss of control of

the airplane, accomplish the following:

(a) Replace the nuts that attach the power

control cable to the lever attach point clevis

with nuts that have safety wire holes, safetywire the power control cable to the lever

attach clevis, inspect to assure that the power

cable is securely attached to the power

control cable bracket, and correct any

attachment problems. Accomplish these

actions in accordance with the following

service bulletins, as applicable:

(1) Fairchild Service Bulletin (SB) 226–76–

009, dated January 6, 1995;

(2) Fairchild SB 227–76–004, dated January

6, 1995; or

(3) Fairchild SB CC7–76–001, dated

January 6, 1995.

(b) 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.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Fort Worth

Airplane Certification Office (ACO), FAA,

2601 Meacham Boulevard, Fort Worth, Texas

76137–0150. The request shall be forwarded

through an appropriate FAA Maintenance

Inspector, who may add comments and then

send it to the Manager, Fort Worth ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Fort Worth ACO.

(d) The replacement required by this AD

shall be done in accordance with Fairchild

Service Bulletin 226–76–009; Fairchild

Service Bulletin 227–76–004; or Fairchild

Service Bulletin CC7–76–001, all Issued:

January 6, 1995, as applicable. 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

Fairchild Aircraft, P.O. Box 790490, San

Antonio, Texas 78279–0490. 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.

(e) This amendment (39–9499) becomes

effective on March 15, 1996.

Issued in Kansas City, Missouri, on January

23, 1996.

John R. Colomy,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–1574 Filed 2–9–96;8:45am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–238–AD; Amendment

39–9503; AD 96–03–06]

Airworthiness Directives; Jetstream

ATP Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Jetstream ATP

airplanes, that requires inspections to

detect fatigue cracking and corrosion in

the gussets of the rear passenger door

and rear baggage door apertures, and

replacement of the gussets, if necessary.

This amendment is prompted by fatigue

tests which indicated that fatigue

cracking and corrosion can occur in

these gussets. The actions specified by

this AD are intended to prevent

degradation of the structural integrity of

the fuselage pressure vessel due to the

problems associated with cracking and

corrosion in the gussets of the rear

passenger door and rear baggage door

apertures.

DATES: Effective March 13, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 13,

1996.

ADDRESSES: The service information

referenced in this AD may be obtained

from Jetstream Aircraft, Inc., P.O. Box

16029, Dulles International Airport,

Washington, DC 20041–6029. 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) 227–2747; 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 Jetstream

ATP airplanes was published in the

Federal Register on October 13, 1995

(60 FR 53312). That action proposed to

require a one-time detailed visual

inspection for fatigue cracking and

corrosion in the gussets of the rear

passenger door and the rear baggage

door apertures. That action also

proposed replacement of cracked

gussets, and either replacement or repair

of corroded gussets.

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.

The commenter supports the

proposed 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 as proposed.

The FAA estimates that 10 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 8

work hours per airplane to accomplish

the required inspection 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 $4,800, or $480 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.

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