Department of Transportation April 2005 – Federal Register Recent Federal Regulation Documents

The FAA adopts a new airworthiness directive (AD) for all CENTRAIR 101 series gliders with other than elevator or aileron part number (P/N) SY991A hinge pins installed. This AD requires you to replace any installed elevator or aileron hinge pins that are not P/N SY991A hinge pins with P/N SY991A pins. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. We are issuing this AD to replace incorrectly heat-treated elevator or aileron hinge pins, which could result in failure of the elevator or ailerons. Such failure during takeoff, landing, or flight operations could lead to loss of glider control.

The FAA proposes to supersede an existing airworthiness directive (AD) that applies to certain Raytheon airplanes identified above. The existing AD currently requires a visual inspection to determine whether adequate clearance exists between the fan venturi motor casing and the adjacent equipment, and adjustments, if necessary; and a visual inspection to detect signs of overheating, degradation of insulating materials, and ingestion of debris into the motor, and replacement of discrepant parts with serviceable parts. This proposed AD would instead require that operators replace the fan venturi with a new or modified part. This proposed AD is prompted by reports that the fan venturi overheated and produced smoke while the airplane was on the ground. We are proposing this AD to prevent heat and fire damage to equipment adjacent to the fan venturi, which could result in smoke in the cabin and/or burning equipment.

The FAA proposes to rule and invites public comment on the application to impose, use the revenue from, impose and use the revenue from a PFC at Orlando International Airport under the provisions of the 49 U.S.C. 40117 and part 158 of the Federal Aviation Regulations (14 CFR part 158).

This action proposes to establish new Class E airspace at Kiana, AK. Two new Standard Instrument Approach Procedures (SIAP) and one departure procedure are being published for the Kiana Airport. There is no existing Class E airspace to contain aircraft executing the new instrument procedures at Kiana, AK. Adoption of this proposal would result in the establishment of Class E airspace upward from 700 feet (ft.) and 1,200 ft. above the surface at Kiana, AK.

This action proposes to establish new Class E airspace at Coldfoot, AK. Two new Standard Instrument Approach Procedures (SIAP) and a departure procedure are being published for the Coldfoot Airport. There is no existing Class E airspace to contain aircraft executing the new instrument approaches at Coldfoot, AK. Adoption of this proposal would result in the establishment of Class E airspace upward from 700 feet (ft.) above the surface at Coldfoot, AK.

This action proposes to revise the Class E airspace at Emmonak, AK. The Standard Instrument Approach Procedures (SIAP's) are being amended for the Emmonak airport. Additional Class E airspace is needed to contain aircraft executing instrument approaches at Emmonak Airport. Adoption of this proposal would result in additional Class E airspace upward from 700 feet (ft.) above the surface at Emmonak, AK.

This action proposes to revise the Class E airspace at Shishmaref, AK. Two new Standard Instrument Approach Procedures (SIAP's) are being published for the Shishmaref airport. Additional Class E airspace is needed to contain aircraft executing instrument approaches at Shishmaref Airport. Adoption of this proposal would result in additional Class E airspace upward from 700 feet (ft.) and 1,200 ft. above the surface at Shishmaref, AK.

This final rule will revise Class E airspace at Burns, OR. This additional Class E airspace is necessary to accommodate the new Area Navigation (RNAV) Global Positioning System (GPS) Standard Instrument Approach Procedure (SIAP) at Burns Municipal Airport. This change will improve the safety of Instrument Flight Rules (IFR) aircraft executing the new RNAV GPS SIAP at Burns Municipal Airport, Burns, OR. A minor correction also is being made in the geographic position coordinates of the Burns Municipal Airport.

This proposal would revise the Class E airspace at Wenatchee, WA. This additional Class E airspace is necessary to accommodate the new Standard Instrument Landing System (ILS) Approach Procedure (SIAP) at Wenatchee/Pangborn Memorial Airport. This change is proposed to improve the safety of IFR aircraft executing the new Standard ILS SIAP at Wenatchee/Pangborn Memorial Airport, Wenatchee, WA.

The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. This AD requires replacing the aileron trim chain with a new, improved aileron trim chain, and modifying the installation of the aileron trim chain. This AD is prompted by a report that the aileron trim cables were connected incorrectly on a correctly installed aileron trim chain. We are issuing this AD to prevent incorrect connection of the aileron trim cables, which could result in failure of the aileron trim system and consequent reduced controllability of the airplane.

The FAA proposes to adopt a new airworthiness directive (AD) for General Electric Company (GE) CT7-5A2, -5A3, -7A, -7A1, -9B, -9B1, and -9B2 turboprop engines, with stage 2 turbine aft cooling plate, part number (P/N) 6064T07P01, 6064T07P02, 6064T07P05, or 6068T36P01 installed. This proposed AD would require a onetime eddy current inspection (ECI) of certain P/N stage 2 turbine aft cooling plate boltholes. This proposed AD results from reports of six stage 2 turbine aft cooling plates found cracked during inspection. We are proposing this AD to prevent stage 2 aft cooling plate separation, resulting in uncontained engine failure and damage to the airplane.

In accordance with the Paperwork Reduction Act of 1995, PHMSA invites comments on certain information collections pertaining to hazardous materials transportation for which PHMSA intends to request renewal from the Office of Management and Budget (OMB).

In accordance with the procedures governing the application for, and the processing of, exemptions from the Department of Transportation's Hazardous Material Regulations (49 CFR Part 107, Subpart B), notice is hereby given that the Office of Hazardous Materials Safety has received the application described herein. Each mode of transportation for which a particular exemption is requested is indicated by a number in the ``Nature of Application'' portion of the table below as follows: 1Motor vehicle, 2Rail freight, 3Cargo vessel, 4Cargo aircraft only, 5Passenger-carrying aircraft.

Pursuant to FAA's rulemaking provisions governing the application, processing, and disposition of petitions for exemption, part 11 of Title 14, Code of Federal Regulations (14 CFR), this notice contains a summary of a certain petition seeking relief from specified requirements of 14 CFR. The purpose of this notice is to improve the public's awareness of, and participation in, this aspect of FAA's regulatory activities. Neither publication of this notice nor the inclusion or omission of information in the summary is intended to affect the legal status of any petition or its final disposition.

The FAA proposes to adopt a new airworthiness directive (AD) for certain Learjet Model 23, 24, 24A, 24B, 24B-A, 24D, 24D-A, 24E, 24F, 25, 25A, 25B, 25C, 25D, and 25F airplanes. This proposed AD would require removing the thrust reverser accumulator, and making the thrust reverser hydraulic system and the thrust reversers inoperable. This proposed AD is prompted by reports of the failure of two thrust reverser accumulators. We are proposing this AD to prevent failure of the thrust reverser accumulators, due to fatigue cracking on the female threads, which could result in the loss of hydraulic power and damage to the surrounding airplane structure.

The FAA is adopting a new airworthiness directive (AD) for certain Cessna Model 680 airplanes. This AD requires revising the airplane flight manual (AFM) to add procedures to facilitate recovery of the cockpit display units in the event that the cockpit display units go blank, and to add flight crew briefings on the use of standby instruments in case the cockpit display units go blank and do not recover. This AD also requires repetitive tests of the avionics standard communication bus (ASCB) for any failures, and corrective action if any failure is found. This AD also requires installing hardware and avionics software upgrades; installing the upgrades will allow removal of AFM revisions and will end the repetitive inspections of the ASCB. This AD is prompted by a report indicating that analysis of the Honeywell Primus Epic systems installed on Cessna Model 680 airplanes revealed that all four of the cockpit display units could go blank simultaneously. We are issuing this AD to prevent a simultaneous loss of data from all four cockpit display units, and loss of primary navigation instruments, autopilot, flight director, master caution/ warning lights, aural warnings, global positioning system position information, and air data and altitude information to non-avionics systems. These losses could reduce the flightcrew's situational awareness, increase flightcrew workload, and consequently reduce the ability to maintain safe flight of the airplane.

This notice announces the issuance of change 1 to AC 23-15A, Small Airplane Certification Compliance Program. Change 1 to AC 23-15A deletes the fourth sentence in paragraph 5n(2)(e) and deletes ``fatigue properties'' in fifth sentence in paragraph 5n(2)(e). This change is required since the paragraph was misinterpreted by some, to mean that no fatigue testing is required for composites. A parallel was drawn between the failure phenomenon (at a micro level) of wood and composites. Since the comparison created confusion, all mention of composites is eliminated.

The U.S. Department of Transportation (DOT) is working closely with the U.S. Department of Defense (DOD) in modernizing the Global Positioning System (GPS). In this document, the National Highway Traffic Safety Administration (NHTSA) is requesting comments and information to help us determine the civilian specifications for the next generation of the GPS (GPS III) based on future automotive safety needs that could be enhanced by a modernized GPS.

The Federal Aviation Administration is issuing this notice to advise the public that a Draft Environmental Impact Statement (DEIS) for Proposed Development Activities at the Juneau International Airport (JNU) has been prepared and is available for public review and comment. Written requests for the DEIS and written comments on the DEIS can be submitted to the individual listed in the section FOR FURTHER INFORMATION CONTACT. Public information meetings and public hearings will be held on June 1 and June 2, 2005. The public comment period will commence on April 29, 2009 and will close on June 30, 2005. Public Comment and Information Meetings/Public Hearings: The start of the public comment period on the DEIS will be April 29, 2005 and will end on June 30, 2005. Two combined public Information meetings and public hearings will be held on June 1 and June 2, 2005, at different times to accommodate differences in availability of interested parties. The public information meeting on Wednesday, June 1 will begin at 3 p.m. (ADT) and will last until 5 p.m. (ADT). The public hearing on that date will begin shortly after the public information meeting, at 5:30 p.m. (ADT). The public information meeting on Thursday, June 2 will begin at 5 p.m. (ADT) and will last until 7 p.m. (ADT). The public hearing on that date will begin shortly after the public information meeting, at 7:30 p.m. (ADT). The location for both of the Public Information Meetings/Public Hearings is Centennial Hall, 101 Egan Drive, Juneau, AK 99801.

The FAA proposes to rule and invites public comment on the application to impose and use the revenue from a PFC at Key Field Airport under the provisions of the Aviation Safety and Capacity Expansion Act of 1990 (Title IX of the Omnibus Budget Reconciliation Act of 1990) (Pub. L. 101-508) and Part 158 of the Federal Aviation Regulations (14 CFR Part 158).

The FAA proposes to adopt a new airworthiness directive (AD) for all GROB-WERKE (GROB) Model G120A airplanes. This proposed AD would require you to repetitively inspect the nose landing gear (NLG) assembly, paying special attention to the NLG swivel tube and the engine truss in the area of the NLG attachment, for cracks and damaged (defective) welding seams. If you find cracks or defects during any inspection, this proposed AD would require you to replace the cracked or defective part. This proposed AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this proposed AD to detect and correct cracks and defects in the NLG assembly, which could result in failure of the NLG. This failure could lead to a hard landing and/or loss of control of the airplane during landing operations.

The FAA proposes to supersede two existing airworthiness directives (AD) for certain Boeing transport category airplanes. One AD currently requires doing certain inspections to detect cracks and corrosion around the lower bearing of the actuator attach fittings of the inboard and outboard flaps; repairing if necessary; and either overhauling the fittings or replacing them, which when done on certain actuator attach fittings ends the repetitive inspections. The other AD currently requires certain other inspections to detect discrepancies of the fittings of the flaps, and follow-on and corrective actions if necessary, which ends the repetitive inspections of the first AD. For certain airplanes, this proposed AD would require new inspections for discrepancies of the attach fittings of the flaps, and follow-on and corrective actions if necessary, which ends the repetitive inspections of both existing ADs. For all airplanes, this proposed AD would require repetitive overhaul/replacements of the fittings of both the inboard and outboard flaps. This proposed AD is prompted by reports of cracks of the attach fittings of the trailing edge flaps. We are proposing this AD to prevent cracking and other damage of the actuator attach fittings of the trailing edge flaps, which could result in abnormal operation or retraction of a trailing edge flap, and possible loss of controllability of the airplane.