[Federal Register Volume 60, Number 86 (Thursday, May 4, 1995)]
[Proposed Rules]
[Pages 22013-22014]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-10989]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 95-NM-31-AD]


Airworthiness Directives; Beech Model 400 and 400A Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the adoption of a new airworthiness 
directive (AD) that is applicable to certain Beech Model 400 and 400A 
airplanes. This proposal would require modification of the autopilot 
and rudder boost interlock. This proposal is prompted by a report 
indicating that the rudder boost system installed on these airplanes 
does not operate correctly during deployment of a thrust reverser. The 
actions specified by the proposed AD are intended to prevent incorrect 
operation of the rudder boost system during deployment of a thrust 
reverser and to prevent the autopilot from exceeding certain bank angle 
limits; these conditions could result in reduced controllability of the 
airplane.

DATES: Comments must be received by June 13, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 95-NM-31-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 Beech Aircraft Corporation, Commercial Service 
Department, P.O. Box 85, Wichita, Kansas 67201-0085. This information 
may be examined at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; or at the FAA, Small Airplane 
Directorate, Wichita Aircraft Certification Office, 1801 Airport Road, 
Room 100, Mid-Continent Airport, Wichita, Kansas.

FOR FURTHER INFORMATION CONTACT: Dale Vassalli, Aerospace Engineer, 
Systems and Equipment Branch, ACE-130W, FAA, Wichita Aircraft 
Certification Office, Small Airplane Directorate, 1801 Airport Road, 
Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 
946-4132; fax (316) 946-4407.

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 95-NM-31-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. 95-NM-31-AD, 1601 Lind Avenue SW., Renton, Washington 98055-
4056.

Discussion

    The FAA received a report from the airplane manufacturer indicating 
that, during ground operation, the rudder boost system installed on 
Beech Model 400 and 400A airplanes is disabled only when the left 
thrust reverser is deployed. Operation of either the right or left 
thrust reverser during ground operation should disable the rudder boost 
system. Additionally, during flight, the rudder boost system on these 
airplanes is disabled when inadvertent deployment of the left thrust 
reverser occurs. However, inadvertent deployment of a thrust reverser 
should not disable the rudder boost system.
    The FAA also discovered that, when landing the airplane with a 
failed left engine, use of the right thrust reverser will result in a 
rudder boost in the wrong direction. (When landing with a failed right 
engine, use of the left thrust reverser will disable the rudder boost 
system, as it should.) Further, inadvertent deployment of the left 
thrust reverser will result in disengagement of the rudder boost 
system. Should this condition occur during takeoff, rudder forces could 
exceed the limits specified in the Federal Aviation Regulations (FAR).
    These conditions, if not corrected, could result in reduced 
controllability of the airplane.
    The FAA has reviewed and approved Beechcraft Service Bulletin No. 
2533, dated October 1994, which describes procedures for modification 
of the autopilot and rudder boost interlock. The modification entails 
installing an autopilot and rudder boost improvement kit. Installation 
of the kit will disable the rudder boost feature during operation of 
the thrust reverser with only one engine operating in order to 
alleviate control input requirements. In addition, the service bulletin 
describes removal of a placard if one [[Page 22014]] was installed in 
accordance with Beechcraft Service Bulletin No. 2502, dated May 1993.
    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 modification of the autopilot and rudder 
boost interlock. The actions would be required to be accomplished in 
accordance with the service bulletin described previously.
    As a result of recent communications with the Air Transport 
Association (ATA) of America, the FAA has learned that, in general, 
some operators may misunderstand the legal effect of AD's on airplanes 
that are identified in the applicability provision of the AD, but that 
have been altered or repaired in the area addressed by the AD. The FAA 
points out that all airplanes identified in the applicability provision 
of an AD are legally subject to the AD. If an airplane has been altered 
or repaired in the affected area in such a way as to affect compliance 
with the AD, the owner or operator is required to obtain FAA approval 
for an alternative method of compliance with the AD, in accordance with 
the paragraph of each AD that provides for such approvals. A note has 
been included in this notice to clarify this long-standing requirement.
    There are approximately 92 Model 400 and 400A airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 69 
airplanes of U.S. registry would be affected by this proposed AD, that 
it would take approximately 24 work hours per airplane to accomplish 
the proposed actions, and that the average labor rate is $60 per work 
hour. Required parts would be provided by the manufacturer at no cost 
to operators. Based on these figures, the total cost impact of the 
proposed AD on U.S. operators is estimated to be $99,360, or $1,440 per 
airplane.
    The total cost impact figure discussed above is based on 
assumptions that no operator has yet accomplished any of the proposed 
requirements of this AD action, and that no operator would accomplish 
those actions in the future if this AD were not adopted.
    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 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C. 
106(g); and 14 CFR 11.89.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

Beech Aircraft Corporation: Docket 95-NM-31-AD.

    Applicability: Model 400 airplanes, serial RJ-61; and Model 400A 
airplanes, serials RK-1 through RK-77 inclusive, and RK-79 through 
RK-92 inclusive; 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 use the authority 
provided in paragraph (b) to request approval from the FAA. This 
approval may address either no action, if the current configuration 
eliminates the unsafe condition; or different actions necessary to 
address the unsafe condition described in this AD. Such a request 
should include an assessment of the effect of the changed 
configuration on the unsafe condition addressed by this AD. In no 
case does the presence of any modification, alteration, or repair 
remove any airplane from the applicability of this AD.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent reduced controllability of the airplane, accomplish 
the following:
    (a) At the next scheduled inspection, but no later than 200 
hours time-in-service after the effective date of this AD, install 
an autopilot and rudder boost improvement kit in accordance with 
Beechcraft Service Bulletin No. 2533, dated October 1994.
    (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, Wichita 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, Wichita ACO.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Wichita ACO.

    (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. Issued in Renton, 
Washington, on April 28, 1995.
James V. Devany,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 95-10989 Filed 5-3-95; 8:45 am]
BILLING CODE 4910-13-U