Federal Register / Vol. 73, No. 2 / Thursday, January 3, 2008 / Rules and Regulations 397 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD 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. 

For the reasons discussed above, I 

certify that this AD: 

(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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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. The FAA amends § 39.13 by adding 

the following new AD: 

2007–26–16 Cessna Aircraft Company: 

Amendment 39–15318. Docket No. 

FAA–2007–0379; Directorate Identifier 

2007–NM–331–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective January 18, 2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Cessna Model 680 

airplanes, certificated in any category, serial 

numbers –0001 through –0152 inclusive, 

–0157, and –0158. 

Unsafe Condition 

(d) This AD results from an incident report 

which indicated that a hydraulic leak and 

wire chafing, including signs of heat damage, 

were found within the lower tail cone fairing 

area. Similar wire chafing has also been 

found on other airplanes. We are issuing this 

AD to detect and correct wire chafing, and 

inadequate separation of the wiring and 

hydraulic line, which could lead to electrical 

arcing and a hydraulic leak and could result 

in a potential source of ignition and 

consequent fire. 

Compliance 

(e) Comply with this AD within the 

compliance times specified, unless already 

done. 

Inspections/Corrective Actions 

(f) Within 10 days after the effective date 

of this AD: Do a general visual inspection of 

the routing of the aft fairing wire bundle 

assembly for adequate separation between 

the wiring and the hydraulic line, and do a 

general visual inspection for chafing or 

damage of the wire bundle assembly and for 

damage to the hydraulic line; by doing all of 

the actions, including all applicable 

corrective actions, specified in the 

Accomplishment Instructions of Cessna Alert 

Service Letter ASL680–24–02, dated October 

1, 2007; except as provided by paragraph (g) 

of this AD. Do all applicable corrective 

actions before further flight. 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’

Exception to Alert Service Letter 

(g) Although the Accomplishment 

Instructions of Cessna Alert Service Letter 

ASL680–24–02, dated October 1, 2007, 

specify to submit certain information to the 

manufacturer, this AD does not include that 

requirement. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Electrical Systems and 

Avionics, ACE–119W, FAA, ATTN: Jarrett 

Larrow, Aerospace Engineer, Electrical 

Systems and Avionics, ACE–119W, FAA, 

Wichita Aircraft Certification Office, 1801 

Airport Road, room 100, Mid-Continent 

Airport, Wichita, Kansas 67209; telephone 

(316) 946–4128; fax (316) 946–4107; has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

Material Incorporated by Reference 

(i) You must use Cessna Alert Service 

Letter ASL680–24–02, dated October 1, 2007, 

to do the actions required by this AD, unless 

the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Cessna Aircraft Co., P.O. Box 

7706, Wichita, Kansas 67277. 

(3) You may review copies of the service 

information incorporated by reference at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington; or at 

the National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

December 20, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 07–6265 Filed 1–2–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–0378; Directorate 

Identifier 2007–SW–04–AD; Amendment 39–

15314; AD 2007–26–12] 

RIN 2120–AA64 

Airworthiness Directives; Robinson 

Helicopter Company Models R22, R22 

Alpha, R22 Beta, R22 Mariner, R44 and 

R44 II Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD) for the 

specified Robinson Helicopter Company 

(Robinson) helicopters. This action 

requires a one-time visual inspection for 

skin separation along the leading edge 

of blade skin aft of the skin-to-spar bond 

line on the lower surface of each blade 

and in the tip cap area. This action also 

requires a ‘‘tap test’’ for detecting a 

separation or void in both bonded areas. 

This action also requires repainting any 

exposed area of the blades. If any 

separation or void is detected, replacing 

the blade before further flight is 


jlentini on PROD1PC65 with RULES
398 Federal Register / Vol. 73, No. 2 / Thursday, January 3, 2008 / Rules and Regulations 

required. Thereafter, before each flight, 

this AD also requires checking for any 

exposed (bare metal) along the skin-tospar bond line on the lower surface of 

each blade near the tip. If any bare metal 

is found, a mechanic must inspect the 

area. This amendment is prompted by 

11 reports of blade debond, some 

occurring in flight causing the pilot to 

feel excessive vibrations and land, and 

some found during routine 

maintenance. The actions specified in 

this AD are intended to detect blade 

skin debond and to prevent blade failure 

and subsequent loss of control of the 

helicopter. 

DATES: Effective January 18, 2008. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of January 18, 

2008. 

Comments for inclusion in the Rules 

Docket must be received on or before 

March 3, 2008. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD: 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically; 

• Mail: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building, Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590; 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays; or 

• Fax: (202) 493–2251. 

You may get the service information 

identified in this AD from Robinson 

Helicopter Company, 2901 Airport 

Drive, Torrance, CA 90505, telephone 

(310) 539–0508, fax (310) 539–5198. 

Examining the Docket 

You may examine the docket that 

contains the AD, any comments, and 

other information on the Internet at 

http://regulations.gov, or in person at 

the Docket Management System (DMS) 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The Docket 

Operations office (telephone (800) 647–

5527) is located in Room W12–140 on 

the ground floor of the West Building at 

the street address stated in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

the DMS receives them. 

FOR FURTHER INFORMATION CONTACT: For 

information relating to the Robinson 

R22 helicopter, contact Eric Schrieber, 

Aviation Safety Engineer, FAA, Los 

Angeles Aircraft Certification Office, 

Airframe Branch, 3960 Paramount 

Blvd., Lakewood, California 90712, 

telephone (562) 627–5348, fax (562) 

627–5210. For information relating to 

the Robinson R44 helicopter, contact 

Fred Guerin, Aviation Safety Engineer, 

FAA, Los Angeles Aircraft Certification 

Office, Airframe Branch, 3960 

Paramount Blvd., Lakewood, California 

90712, telephone (562) 627–5232, fax 

(562) 627–5210. 

SUPPLEMENTARY INFORMATION: This 

amendment adopts a new AD for the 

specified Robinson helicopters. This 

action also requires a one-time visual 

inspection for skin separation along the 

leading edge of the blade skin aft of the 

skin-to-spar bond line on the lower 

surface of each blade and in the tip cap 

area. This action also requires a ‘‘tap 

test’’ for detecting a separation or void 

in both bonded areas. This AD also 

requires repainting any exposed area of 

the blades. If any separation or void is 

detected, replacing the blade before 

further flight is required. Thereafter, this 

action requires, before each flight, 

checking for any exposed (bare metal) 

along the skin-to-spar bond line on the 

lower surface of each blade near the tip. 

If any bare metal is found, a mechanic 

must visually inspect the area, perform 

a ‘‘tap test,’’ and remove both blade tip 

covers and inspect. This amendment is 

prompted by 11 reports of blade 

debond, some occurring in flight, 

causing the pilot to feel excessive 

vibrations and land, and some found 

during routine maintenance. In one of 

the reported incidents, the debond was 

caused by corrosion from the lower 

surface of the aluminum tip cap, which 

is bonded to the inside of the blade tip. 

The corrosion bubbles caused lifting of 

the skin and eventual separation. This 

condition was found during inspection 

and not in flight. 

We have reviewed the following: 

• Robinson R22 and R44 Safety Alert, 

issued on January 4, 2007, revised on 

March 16, 2007, and March 22, 2007 

(Safety Alert); 

• Robinson R22 and R44 Service 

Letter SL–56 and SL–32, dated March 

16, 2007, and Revision A, dated March 

29, 2007 (Service Letter); 

• Robinson R22 and R44 Service 

Bulletin SB–96 and SB–61, both dated 

March 29, 2007 (Service Bulletin); 

• Robinson letter titled ‘‘Additional 

Information Regarding Main Rotor Blade 

Skin Debonding,’’ dated May 25, 2007; 

and 

• The Robinson Model R22 and R44 

Rotorcraft Flight Manuals changes to the 

Normal Procedures Section 4, and 

Systems Description Section 7, revised 

April 20, 2007. 

The latest Safety Alert states in part, 

‘‘During each daily preflight, visually 

check blade finish along lower surface 

bond line. If any bare metal is exposed 

at or beyond bond line, have blade 

refinished per R22 Service Letter SL–56 

or Service Letter SL–32 by a qualified 

mechanic before further flight.’’ The 

Service Letter, Revision A, dated March 

29, 2007, specifies using 10x 

magnification to visually inspect the 

leading edge of any exposed (bare metal) 

blade skin at skin-to-spar bond line. The 

Service Letter also specifies tap testing 

all bare metal skin-to-spar bonded areas. 

If any tap test indication of separation 

or any void is detected, the blade is 

unairworthy. The March 16, 2007, 

Service Letter to R22/R44 owners/ 

operators, and Service Centers, specifies 

using a 5x to 10x magnification for the 

visual inspection and makes certain 

changes to the painting process. 

Revision A, dated March 29, 2007, to 

the Service Letter includes a more 

accurate drawing of the exposed skin-tospar joint area. That Service Letter also 

includes an inspection for corrosion 

around the internal aluminum tip cap 

area and specifies painting any bare 

metal. 

Bond failures have occurred on blades 

where the protective coatings have 

eroded away leaving the skin aft of the 

bond line at the skin-to-spar bond line 

exposed on the lower surface near the 

tip. Further erosion of the leading edge 

of the unprotected skin has caused 

voids and skin separation. Bond failures 

have also occurred due to corrosion 

around the tip cap where corrosion 

residue has disrupted and eventually 

separated the bond. 

To attempt to prevent debonding on 

new blades, the manufacturer has 

changed the production process. 

However, it has not been proven that 

these changes will prevent a debond. 

Therefore, at this time, the FAA does 

not consider these newly manufactured 

blades to provide terminating action for 

the requirements of this AD. 

This unsafe condition is likely to exist 

or develop on other helicopters of these 

same type designs. Therefore, this AD is 

being issued to detect blade skin debond 

to prevent blade failure and subsequent 

loss of control of the helicopter. 

This AD requires the following: 

• Within 10 hours TIS, unless 

accomplished previously, 

• Using a 10x or higher 

magnification, visually inspect for skin 

separation along the leading edge of any 

exposed (bare metal) blade skin aft of 

the skin-to-spar bond line on the lower 

surface of each blade. If there is skin 

separation, the blade is unairworthy. 


jlentini on PROD1PC65 with RULES
Federal Register / Vol. 73, No. 2 / Thursday, January 3, 2008 / Rules and Regulations 399 

• Perform a ‘‘tap test’’ to detect any 

separation or void on skin-to-spar 

bonded areas on the lower blade skin aft 

of the skin-to-spar bond line of each 

blade using a 1965 or later U.S. quarterdollar coin. If there is any separation or 

any void, the blade is unairworthy. 

• Remove both main rotor blade tip 

covers. Using a 10x or higher 

magnification, visually inspect the blade 

tip area exposed when the blade tip 

covers are removed. ‘‘Tap test’’ the skin 

to cap bond joints on both upper and 

lower surfaces of each blade. If any 

corrosion, separation, or void is 

detected, the blade is unairworthy. 

• Repaint any exposed area of the 

blade. 

• Before further flight, replace any 

unairworthy blade with an airworthy 

blade. 

• Thereafter, if the rotor blade is 

found airworthy by the initial 

inspection, before each flight, visually 

check for any exposed (bare metal) skinto-spar bonded area on the lower surface 

of each blade within the outboard 24 

inches paying particular attention to the 

last 10 inches before the tip. An owner/ 

operator (pilot) holding at least a private 

pilot certificate may perform this visual 

check and must enter compliance into 

the aircraft maintenance records in 

accordance with 14 CFR 43.11 and 

91.417(a)(2)(V). A pilot may perform 

this check because it involves only a 

visual check for any bare metal in the 

skin-to-spar bonded area and can be 

performed equally well by a pilot or a 

mechanic. If a pilot finds any area of 

skin bare metal in the outboard 24 

inches of either blade, before further 

flight, a qualified mechanic must 

comply with the requirements of this 

AD. 

The repainting must be done by 

following the specified portions of the 

Service Letter described previously. 

The short compliance time involved 

is required because the previously 

described critical unsafe condition can 

adversely affect the structural integrity 

and controllability of the helicopter. 

Therefore, the actions described are 

required before each flight and initially 

within 10 hours TIS, both very short 

time intervals, and this AD must be 

issued immediately. 

Since a situation exists that requires 

the immediate adoption of this 

regulation, it is found that notice and 

opportunity for prior public comment 

hereon are impracticable, and that good 

cause exists for making this amendment 

effective in less than 30 days. 

We estimate that this AD will affect 

2290 helicopters. A check before each 

flight of each blade will take a minimal 

amount of time. It will take about: 

• 3 work hours to inspect 2 blades; 

and 

• 10 work hours to remove and 

replace a blade for an estimated 10 

blades based on reports of 10 affected 

blades in the past 2 years. 

• The average labor rate is $80 per 

work hour. 

• Required parts will cost about 

$16,432 for a Model R22 blade, and 

about $23,060 for a Model R44 blade. 

Based on these figures, we estimate 

the total cost impact of the AD on U.S. 

operators to be $755,060; $549,600 to 

inspect all the blades; plus $86,160, to 

remove and replace 5 of the Model R22 

helicopter blades plus $119,300 to 

remove and replace 5 of the Model R44 

helicopter blades. 

Comments Invited 

This AD is a final rule that involves 

requirements that affect flight safety and 

was not preceded by notice and an 

opportunity for public comment; 

however, we invite you to submit any 

written data, views, or arguments 

regarding this AD. Send your comments 

to an address listed under ADDRESSES. 

Include ‘‘Docket No. FAA–2007–0378; 

Directorate Identifier 2007–SW–04–AD’’

at the beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

the AD. We will consider all comments 

received by the closing date and may 

amend the AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

regulations.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this AD. Using the 

search function of our docket web site, 

you can find and read the comments to 

any of our dockets, including the name 

of the individual who sent the 

comment. You may review the DOT’s 

complete Privacy Act Statement in the 

Federal Register published on April 11, 

2000 (65 FR 19477–78). 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD 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. 

For the reasons discussed above, I 

certify that the 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. 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. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this AD. See the DMS to examine the 

economic evaluation. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

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 

a new airworthiness directive to read as 

follows: 

2007–26–12 Robinson Helicopter Company: 

Amendment 39–15314. Docket No. 

FAA–2007–0378; Directorate Identifier 

2007–SW–04–AD. 

Applicability 

Model R22, R22 Alpha, R22 Beta, R22 

Mariner helicopters, serial numbers 0002 

through 4100; R44 helicopters, serial 


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400 Federal Register / Vol. 73, No. 2 / Thursday, January 3, 2008 / Rules and Regulations 

numbers 0001 through 1670; and R44 II 

helicopters, serial numbers 10001 through 

11570, certificated in any category. 

Compliance 

Required as indicated. 

To detect main rotor blade (blade) skin 

debond and prevent blade failure and 

subsequent loss of control of the helicopter, 

do the following: 

(a) Within 10 hours time-in-service (TIS), 

unless accomplished previously: 

(1) Using a 10x or higher magnification, 

visually inspect for skin separation along the 

leading edge of any exposed (bare metal) 

blade skin aft of the skin-to-spar bond line on 

the lower surface of each blade. If there is 

any skin separation, the blade is 

unairworthy. 

(2) Perform a ‘‘tap test’’ to detect any 

separation or void on the skin-to-spar bonded 

areas on the lower blade skin aft of the skinto-spar bond line of each blade using a 1965 

or later U.S. quarter-dollar coin. If there is 

any separation or any void, the blade is 

unairworthy. 

(3) Remove both blade tip covers. Using a 

10x or higher magnification, visually inspect 

the blade tip area exposed when the blade tip 

covers were removed. ‘‘Tap test’’ the skin to 

cap bond joints on both upper and lower 

surfaces. If corrosion, separation, or any void 

is detected, the blade is unairworthy. 

(4) Repaint any exposed area of the blade 

according to the Compliance Procedure, 

paragraphs 3 through 7, of R22 Service Letter 

SL–56 and R44 Service Letter SL–32, 

Revision A, dated March 29, 2007. 

(b) Before further flight, replace any 

unairworthy blade with an airworthy blade. 

(c) Thereafter, if the rotor blade has been 

found airworthy by the inspections in 

paragraph (a), before each flight, visually 

check for any exposed (bare metal) skin-tospar bonded area on the lower surface of each 

blade within the outboard 24 inches paying 

particular attention to the last 10 inches 

before the tip. An owner/operator (pilot) 

holding at least a private pilot certificate may 

perform this visual check and must enter 

compliance into the aircraft maintenance 

records in accordance with 14 CFR 43.11 and 

91.417(a)(2)(V). If a pilot finds any area of 

skin bare metal in the outboard 24 inches of 

either blade, before further flight, a qualified 

mechanic must comply with the 

requirements of paragraph (a) of this AD. 

(d) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manager, Los Angeles 

Aircraft Certification Office, FAA, ATTN: 

(For R22) Eric Schrieber, Aviation Safety 

Engineer, Aircraft Certification Office, 

Airframe Branch, 3960 Paramount Blvd., 

Lakewood, California 90712, telephone (562) 

627–5348, fax (562) 627–5210, or (for R44) 

Fred Guerin, Aviation Safety Engineer, 

Airframe Branch, 3960 Paramount Blvd., 

Lakewood, California 90712, telephone (562) 

627–5232, fax (562) 627–5210, for 

information about previously approved 

alternative methods of compliance. 

(e) Repaint the exposed area of a blade by 

following Robinson R22 Service Letter SL–56 

and R44 Service Letter SL–32, Revision A, 

dated March 29, 2007. The Director of the 

Federal Register approved this incorporation 

by reference in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Copies may be 

obtained from Robinson Helicopter 

Company, 2901 Airport Drive. Torrance, CA 

90505, telephone (310) 539–0508, fax (310) 

539–5198. Copies may be inspected at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

(f) This amendment becomes effective on 

January 18, 2008. 

Issued in Fort Worth, Texas, on December 

17, 2007. 

David A. Downey, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. E7–25395 Filed 1–2–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–28843 Directorate 

Identifier 2007–CE–065–AD; Amendment 

39–15317; AD 2007–26–25] 

RIN 2120–AA64 

Airworthiness Directives; DG 

Flugzeugbau GmbH Model DG–500MB 

Gliders 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

In some cases the electric motor of the 

spindle drive detached itself from the spindle 

drive, causing the powerplant to retract itself 

after engine shutdown. In another case the 

attachment fork on the spindle drive failed 

with the same consequences. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

February 7, 2008. 

On February 7, 2008, the Director of 

the Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: Greg 

Davison, Glider Program Manager, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4130; fax: (816) 

329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on August 20, 2007 (72 FR 

46411). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

In some cases the electric motor of the 

spindle drive detached itself from the spindle 

drive, causing the powerplant to retract itself 

after engine shutdown. In another case the 

attachment fork on the spindle drive failed 

with the same consequences. 

The MCAI requires you to modify the 

affected parts and exchange pages in the 

flight, maintenance, and repair manuals. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

The FAA reviewed the proposed 

requirement of the NPRM to exchange 

pages in the flight, maintenance, and 

repair manuals. We have determined 

that the exchange of certain pages in the 

flight, maintenance, and repair manuals 

is outside the scope of what is needed 

to correct the unsafe condition for 

aircraft of U.S. registry. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed, except for eliminating the 

need to exchange manual pages. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 


jlentini on PROD1PC65 with RULES