Federal Register / Vol. 66, No. 35 / Wednesday, February 21, 2001 / Rules and Regulations 10957

Actions Compliance Procedures

(2) If, by checking the maintenance records, you can positively show that one of the affected MLG radius rods is not

installed, then the inspection and possible replacement requirements of this AD do not apply. Make an entry into the

aircraft records that shows compliance with this portion of

the AD, in accordance with section 43.9 of the Federal

Aviation Regulations (14 CFR 43.9).

Prior to further flight after checking the

maintenance records.

Not Applicable.

(3) If, by checking the maintenance records, you find that

one of the affected MLG radius rods is installed or you

cannot positively show that one of the affected MLG radius

rods is not installed, inspect any affected MLG radius rod

for cracks.

Prior to further flight after checking the

maintenance records, unless already

accomplished.

In accordance with procedures in

APPH Ltd. Service Bulletin 1847–32–

07, dated February 2000; as applicable.

(4) If any MLG radius rod is found cracked, replace it with an

FAA-approved MLG radius rod that is crack free.

Prior to further flight after the inspection.In accordance with the procedures in

the applicable maintenance manual.

(5) Do not install, on any affected airplane, a part number

1847 or 1862 MLG radius rod (all suffixes), unless it has

been inspected and if found to be free of cracks as specified in paragraph (d)(3).

As of April 6, 2001 (the effective date

of this AD).

Not Applicable.

(6) The owner/operator holding at least a private pilot certificate as authorized by section 43.7 of the Federal Aviation

Regulations (14 CFR 43.7) may accomplish the actions required in paragraphs (d)(1) and (d)(2) of this AD.

Not Applicable ....................................... Not Applicable.

Note 1: British Aerospace Mandatory

Service Bulletin 32–JA 991140, Issued: April

14, 2000; APPH Ltd. Service Bulletin 1847–

32–07, dated February 2000; and APPH Ltd.

Service Bulletin 1862–32–07, dated February

2000, state if no cracks are found during the

inspection required in paragraph (d)(3),

check the edge of the one-way restrictor bore

and radius sharp edge with a 0.010 to 0.020

inch radius if required. The FAA highly

recommends that this be accomplished.

Note 2: British Aerospace Mandatory

Service Bulletin 32–JA 991140, Issued: April

14, 2000; APPH Ltd. Service Bulletin 1847–

32–07, dated February 2000; and APPH Ltd.

Service Bulletin 1862–32–07, dated February

2000, specify reporting the results of the

inspections to British Aerospace Regional

Aircraft. The FAA highly recommends that

each owner/operator submit this information.

British Aerospace and the British Civil

Airworthiness Authority (CAA) will use this

information to determine whether further

action is necessary. The FAA will evaluate

the information from the British CAA and

may initiate further rulemaking action.

(e) Can I comply with this AD in any other

way? You may use an alternative method of

compliance or adjust the compliance time if:

(1) Your alternative method of compliance

provides an equivalent level of safety; and

(2) The Manager, Small Airplane

Directorate, approves your alternative.

Submit your request through an FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Small Airplane Directorate.

Note 3: This AD applies to each airplane

identified in paragraph (a) of this AD,

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 you have not

eliminated the unsafe condition, specific

actions you propose to address it.

(f) Where can I get information about any

already-approved alternative methods of

compliance? Contact Mr. Doug Rudolph,

Aerospace Engineer, FAA, Small Airplane

Directorate, 901 Locust, Room 301, Kansas

City, Missouri 64106; telephone: (816) 329–

4059; facsimile: (816) 329–4090.

(g) What if I need to fly the airplane to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your airplane to a location

where you can accomplish the requirements

of this AD.

(h) Are any service bulletins incorporated

into this AD by reference? Actions required

by this AD must be done in accordance with

British Aerospace Mandatory Service

Bulletin 32–JA 991140, Issued: April 14,

2000, APPH Ltd. Service Bulletin 1847–32–

07, dated February 2000, and APPH Ltd.

Service Bulletin 1862–32–07, dated February

2000. The Director of the Federal Register

approved this incorporation by reference

under 5 U.S.C. 552(a) and 1 CFR part 51. You

can get copies from British Aerospace

Regional Aircraft, Prestwick International

Airport, Ayrshire, KA9 2RW, Scotland. You

can look at copies at the FAA, Central

Region, Office of the Regional Counsel, 901

Locust, Room 506, Kansas City, Missouri, or

at the Office of the Federal Register, 800

North Capitol Street, NW, suite 700,

Washington, DC.

(i) When does this amendment become

effective? This amendment becomes effective

on April 6, 2001.

Note 4: The subject of this AD is addressed

in British AD 002–04–2000, not dated.

Issued in Kansas City, Missouri, on

February 7, 2001.

William J. Timberlake,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–3799 Filed 2–20–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–47–AD; Amendment

39–12118; AD 2001–03–14]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300 B4 Series Airplanes, and Model

A300 B4–600, A300 B4–600R, and A300

F4–600R (Collectively Called 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

A300 series airplanes and all Airbus

Model A300–600 series airplanes, that

requires a one-time high frequency eddy

current inspection to detect cracking of

the splice fitting at fuselage frame (FR)

47 between stringers 24 and 25; and

corrective actions, if necessary. This

amendment is prompted by issuance of

mandatory continuing airworthiness

information by a foreign civil

airworthiness authority. The actions

specified by this AD are intended to

detect and correct cracking of the splice

10958 Federal Register / Vol. 66, No. 35 / Wednesday, February 21, 2001 / Rules and Regulations

fitting at fuselage FR 47, which could

result in reduced structural integrity of

the airplane.

DATES: Effective March 28, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 28,

2001.

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. 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:

Norman B. Martenson, Manager,

International Branch, ANM–116,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 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 A300 series airplanes and all

Airbus Model A300–600 series airplanes

was published in the Federal Register

on April 5, 2000 (65 FR 17822). That

action proposed to require a one-time

high frequency eddy current (HFEC)

inspection to detect cracking of the

splice fitting at fuselage frame (FR) 47

between stringers 24 and 25, and

corrective actions, if necessary.

Comments Received

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Airplane Model Designation and

Change in AD Applicability

Since the issuance of the proposed

AD, the FAA has determined that it is

necessary to revise the manner in which

it specifies the model designation for

Airbus Model A300 and A300–600

series airplanes to reflect the

designations that appear on the type

certificate data sheet (TCDS). This final

rule has been revised accordingly.

Additionally, an incorrect reference to

Model A300 F4–200 series airplanes has

been removed from paragraph (a)(2) of

this final rule since that airplane model

has not been type certificated in the

United States.

Further, since the issuance of the

proposed AD, the FAA also has

determined that the applicability was

stated incorrectly in the proposal.

Airbus Model A300 B2K–3C airplanes

were inadvertently included in the

applicability of the proposed AD.

Reference to that model has been

removed from the applicability of this

final rule.

In addition, the applicability of the

proposed AD indicates that ‘‘All Model

A300–600 series airplanes’’ and that

‘‘Model * * * A300 B4–600, A300 B4–

600R, and A300 F4–600R series

airplanes on which Airbus Modification

5890 (Airbus Service Bulletin A300–53–

0199) has been installed’’ are among the

affected airplanes. However, Model

A300 B4–600, A300 B4–600R, and A300

F4–600R series airplanes, which are

commonly referred to as ‘‘Model A300–

600 series airplanes,’’ were mistakenly

associated in the applicability of the

proposed AD with Model A300 series

airplanes on which Modification 5890

has been incorporated. The parallel

French airworthiness directive 1999–

515–298(B), dated December 29, 1999,

indicates that all Model A300–600

series airplanes are affected. The FAA

intended to mirror the applicability of

the French airworthiness directive in

the applicability of the proposed AD.

Therefore, the applicability of this final

rule has been revised to reflect the

affected models as shown in the French

airworthiness directive.

Request to Allow Flight with Cracks

One commenter, Airbus, requests that

the proposed AD be revised to provide

a 100-flight-cycle grace period for splice

replacement under certain conditions.

That is, this grace period would allow

flight with cracks in the area from hole

A to the edge, provided that inspection

of the area between holes A and J

reveals no cracks. Airbus states that

flight with such cracks was allowed by

the Direction Ge ́ne ́rale de l’Aviation

Civile (DGAC), which is the

airworthiness authority for France, in its

parallel French airworthiness directive

for the following reasons. The

commenter notes that its statements are

justified in two technical notes and in

a laboratory report.

There are three stages of crack

propagation of the splice that occur in

the following sequence:

• From hole A to the edge;

• Between hole A and hole J (hole B

in the laboratory report);

• From hole J to failure of the splice

(the duration of this phase is 1,600 flight

cycles).

The first inspection specified in the

All Operators Telex (AOT) is

accomplished to detect cracks from hole

A to the edge. If a crack is found, then

an inspection is performed between

holes A and J. If no crack is found

between holes A and J, then a grace

period of 100 flight cycles is given for

splice replacement. Since the measured

crack propagation from hole J to splice

failure is 1,600 flight cycles (as

measured on the airplane having

manufacturer’s serial number 255), it is

conservative to allow 100 flight cycles

as a grace period for splice replacement.

In addition, the structure can still

sustain ultimate loads with the splice

failed and limit loads with the splice

plus frame failed. The 100-flight-cycle

grace period is provided to allow

operators to get a spare splice and plan

the work.

The FAA concurs with the

commenter’s request to provide a 100-

flight-cycle grace period for splice

replacement under certain conditions,

as specified in the referenced AOT’s.

While it is not the FAA’s normal policy

to allow flight with known cracks, in

light of the technical data submitted by

the manufacturer in this case, the FAA

has determined that further flight with

cracking in the situation described by

the commenter can be permitted for the

recommended 100-flight-cycle grace

period. The FAA recognizes the unusual

need that exists due to the work that is

required to replace a splice fitting.

Further, the FAA finds that the cracks

observed are sufficiently far from other

known crack sites so that existing

inspection programs can be considered

valid independently from one another.

In consideration of these findings and

based on the FAA’s criteria for flight

with known cracking, the FAA has

determined that further flight with

cracking is permissible for a grace

period of 100 flight cycles in this

specific case.

It should be noted that Airbus

specified the 100-flight-cycle grace

period in the AOT’s that are cited in this

final rule. Now that the FAA is allowing

that same grace period, this final rule

has been revised to more closely parallel

the actions and compliance times

specified in the AOT’s with one

exception. (That exception involves

contacting the FAA, rather than the

manufacturer, for disposition of certain

findings, which was explained in the

preamble of the proposed AD.)

Therefore, the FAA has revised the

formatting of this final rule to coincide

with the actions and compliance times

specified in the AOT’s.

Conclusion

After careful review of the available

data, including the comment noted

Federal Register / Vol. 66, No. 35 / Wednesday, February 21, 2001 / Rules and Regulations 10959

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

described previously. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Interim Action

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

Cost Impact

The FAA estimates that 83 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 one-time HFEC inspection,

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 $4,980, 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 a substantial direct effect 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, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

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:

2001–03–14 Airbus Industrie: Amendment

39–12118. Docket 2000–NM–47–AD.

Applicability: All Model A300 B4–600,

B4–600R, and F4–600R (Collectively Called

A300–600) series airplanes; and Model A300

B4 series airplanes on which Airbus

Modification 5890 (Airbus Service Bulletin

A300–53–0199) has 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 detect and correct cracking of the splice

fitting at fuselage frame (FR) 47, which could

result in reduced structural integrity of the

airplane, accomplish the following:

Inspection and Corrective Actions

(a) Perform a high frequency eddy current

(HFEC) inspection to detect cracking of the

splice fitting at fuselage FR 47 between

stringers 24 and 25 (left- and right-hand

sides), in accordance with Airbus All

Operators Telex (AOT) A300–53A0350 (for

Model A300 series airplanes) or A300–600–

53A6123 (for Model A300–600 series

airplanes), both dated October 25, 1999; as

applicable. Do the inspection at the

applicable time specified in paragraph (a)(1),

(a)(2), (a)(3), or (a)(4) of this AD. Perform

applicable corrective actions (e.g., removing

the nut at hole ‘‘A’’ and performing an

inspection using a shielded probe; replacing

the splice fitting with a new splice fitting;

performing an inspection around fastener

holes ‘‘A’’ to ‘‘N’’ on the face of FR 47

adjacent to the splice fitting), in accordance

with and at the times specified in the

applicable AOT.

Compliance Times for Inspection of Model

A300 Series Airplanes

(1) For Model A300 B4–100 series

airplanes: Perform the HFEC inspection at

the applicable time specified in paragraph

(a)(1)(i) or (a)(1)(ii) of this AD.

(i) For airplanes that, as of the effective

date of this AD, have accumulated fewer than

20,000 flight cycles since installation of

Airbus Modification 5890 (Airbus Service

Bulletin A300–53–0199): Perform the HFEC

inspection at the later of the times specified

in paragraphs (a)(1)(i)(A) and (a)(1)(i)(B) of

this AD.

(A) Within 10,900 flight cycles or 22,000

flight hours since installation of Airbus

Modification 5890, whichever occurs earlier.

(B) Within 1,500 flight cycles after the

effective of this AD.

(ii) For airplanes that, as of the effective

date of this AD, have accumulated 20,000 or

more flight cycles since installation of Airbus

Modification 5890: Perform the HFEC

inspection within 750 flight cycles after the

effective date of this AD.

(2) For Model A300 B4–200 series

airplanes: Perform the HFEC inspection at

the applicable time specified in paragraph

(a)(2)(i) or (a)(2)(ii) of this AD.

(i) For airplanes that, as of the effective

date of this AD, have accumulated fewer than

20,000 flight cycles since installation of

Airbus Modification 5890 (Airbus Service

Bulletin A300–53–0199): Perform the HFEC

inspection at the later of the times specified

in paragraphs (a)(2)(i)(A) and (a)(2)(i)(B) of

this AD.

(A) Within 8,950 flight cycles or 18,600

flight hours since installation of Airbus

Modification 5890, whichever occurs earlier.

(B) Within 1,500 flight cycles after the

effective of this AD.

(ii) For airplanes that, as of the effective

date of this AD, have accumulated 20,000 or

more flight cycles since installation of Airbus

Modification 5890 (Airbus Service Bulletin

A300–53–0199): Perform the HFEC

inspection within 750 flight cycles after the

effective date of this AD.

Compliance Times for Inspection of Model

A300–600 Series Airplanes

(3) For Model A300–600 series airplanes

on which Airbus Modification 5890 is not

installed: Perform the HFEC inspection at the

applicable time specified in paragraph

(a)(3)(i) or (a)(3)(ii) of this AD.

(i) For airplanes that have accumulated

fewer than 10,000 total flight cycles as of the

effective date of this AD: Perform the HFEC

inspection at the later of the times specified

in paragraphs (a)(3)(i)(A) and (a)(3)(i)(B) of

this AD.

(A) Prior to the accumulation of 2,500 total

flight cycles or 6,400 total flight hours,

whichever occurs earlier.

(B) Within 1,500 flight cycles after the

effective of this AD.

(ii) For airplanes that have accumulated

10,000 or more total flight cycles as of the

effective date of this AD: Perform the HFEC

inspection within 500 flight cycles after the

effective date of this AD.

10960 Federal Register / Vol. 66, No. 35 / Wednesday, February 21, 2001 / Rules and Regulations

(4) For Model A300–600 series airplanes

on which Airbus Modification 5890 is

installed: Perform the HFEC inspection at the

applicable time specified in paragraph

(a)(4)(i) or (a)(4)(ii) of this AD.

(i) For airplanes that have accumulated

fewer than 10,000 total flight cycles as of the

effective date of this AD: Perform the onetime HFEC inspection at the later of the times

specified in paragraph (a)(4)(i)(A) and

(a)(4)(i)(B) of this AD.

(A) Prior to the accumulation of 6,500 total

flight cycles or 16,700 total flight hours,

whichever occurs earlier.

(B) Within 1,500 flight cycles after the

effective date of this AD.

(ii) For airplanes that have accumulated

10,000 or more total flight cycles as of the

effective date of this AD: Perform the HFEC

inspection within 500 flight cycles after the

effective date of this AD.

Disposition of Certain Crack Findings

(b) Where Airbus AOT A300–53A0350 (for

Model A300 series airplanes) or A300–600–

53A6123 (for Model A300–600 series

airplanes), both dated October 25, 1999,

specifies to contact Airbus in case of certain

crack findings, this AD requires that a repair

be accomplished in accordance with a

method approved by either the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate; or the

Direction Ge ́ne ́rale de l’Aviation Civile

(DGAC) (or its delegated agent). For a repair

method to be approved by the Manager,

International Branch, ANM–116, as required

by this paragraph, the Manager’s approval

letter must specifically reference this AD.

Alternative Methods of Compliance

(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,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch

ANM–116.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

Special Flight Permits

(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.

Incorporation by Reference

(e) Except as required by paragraph (b) of

this AD, the actions shall be done in

accordance with Airbus All Operators Telex

A300–53A0350, dated October 25, 1999; or

Airbus All Operators Telex A300–600–

53A6123, dated October 25, 1999; 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 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.

Note 3: The subject of this AD is addressed

in French airworthiness directive 1999–515–

298(B), dated December 29, 1999.

Effective Date

(f) This amendment becomes effective on

March 28, 2001.

Issued in Renton, Washington, on February

9, 2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–3852 Filed 2–20–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–102–AD; Amendment

39–12120; AD 2001–04–02]

RIN 2120–AA64

Airworthiness Directives; Bombardier

Model DHC–8–100, –200, and –300

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Bombardier Model

DHC–8–100, –200, and –300 series

airplanes, that requires inspection to

determine the orientation of the Wiggins

fuel couplers of the fuel tank vent line

and scavenge line in the right wing at

station 249, and follow-on corrective

actions. This amendment is necessary to

prevent contact between the nuts of the

Wiggins fuel couplers and the stiffener

on the access panel of the upper surface

of the right wing, which could

compromise the lightning protection of

the fuel tank of the right wing in the

event of a lightning strike, and could

result in possible fuel tank explosion.

This action is intended to address the

identified unsafe condition.

DATES: Effective March 28, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 28,

2001.

ADDRESSES: The service information

referenced in this AD may be obtained

from Bombardier, Inc., Bombardier

Regional Aircraft Division, 123 Garratt

Boulevard, Downsview, Ontario M3K

1Y5, Canada. 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 FAA, New York

Aircraft Certification Office, 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.

FOR FURTHER INFORMATION CONTACT:

Serge Napoleon, Aerospace Engineer,

Airframe and Propulsion Branch, ANE–

171, FAA, New York Aircraft

Certification Office, 10 Fifth Street,

Third Floor, Valley Stream, New York

11581; telephone (516) 256–7512; fax

(516) 568–2716.

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 Bombardier

Model DHC–8–100, –200, and –300

series airplanes was published in the

Federal Register on November 7, 2000

(65 FR 66657). That action proposed to

require inspection to determine the

orientation of the Wiggins fuel couplers

of the fuel tank vent line and scavenge

line in the right wing at station 249, and

follow-on corrective actions.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

The FAA estimates that 195 airplanes

of U.S. registry will be affected by this

AD.

It will take approximately 1 work

hour per airplane to accomplish the

actions (inspection) specified in Part A

of of Bombardier Alert Service Bulletin

A8–28–32, at an average labor rate of

$60 per work hour. Based on these

figures, the cost impact of these required

actions on U.S. operators is estimated to

be $11,700, or $60 per airplane.

It will take approximately 2 work

hours per airplane to accomplish the

actions (rework) specified in Part B of

the alert service bulletin, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of these