Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations 43809 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI EASA AD No. 2010– 

0108–E, dated June 8, 2010, and Zak5ad 

Szybowcowy ‘‘Jez ̇o ́w’’ Henryk Mynarski 

Mandatory Bulletin BO–78–10–10, dated 

June 7, 2010, for related information. 

Material Incorporated by Reference 

(i) You must use Zak5ad Szybowcowy 

‘‘Jez ̇o ́w’’ Henryk Mynarski Mandatory 

Bulletin BO–78–10–10, dated June 7, 2010, 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 Zak5ad Szybowcowy ‘‘Jez ̇o ́w’’ 

Henryk Mynarski, ul. D5uga 93, 58–521 Jez ̇o ́w 

Sudecki, Poland, telephone/fax: +48 75 713 

21 59 or +48 33 829 33 72; e-mail: 

szdjezow.com.pl; Internet: http:// 

www.szdjezow.com.pl/. 

(3) You may review copies of the service 

information incorporated by reference for 

this AD at the FAA, Central Region, Office of 

the Regional Counsel, 901 Locust, Kansas 

City, Missouri 64106. For information on the 

availability of this material at the Central 

Region, call (816) 329–3768. 

(4) You may also review copies of the 

service information incorporated by reference 

for this AD 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 Kansas City, Missouri on July 15, 

2010. 

Kim Smith, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2010–17924 Filed 7–26–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1015; Directorate 

Identifier 2009–CE–039–AD; Amendment 

39–16376; AD 2010–15–10] 

RIN 2120–AA64 

Airworthiness Directives; Piper 

Aircraft, Inc. PA–28, PA–32, PA–34, 

and PA–44 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Piper Aircraft, Inc. (Piper) PA–28, PA– 

32, PA–34, and PA–44 series airplanes. 

This AD requires you to inspect the 

control wheel shaft on both the pilot 

and copilot sides and, if necessary, 

replace the control wheel shaft. This AD 

results from two field reports of 

incorrectly assembled control wheel 

shafts. We are issuing this AD to detect 

and correct any incorrectly assembled 

control wheel shafts. This condition, if 

left uncorrected, could lead to 

separation of the control wheel shaft, 

resulting in loss of pitch and roll 

control. 

DATES: This AD becomes effective on 

August 31, 2010. 

On August 31, 2010, the Director of 

the Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: To get the service 

information identified in this AD, 

contact Piper Aircraft, Inc., 2926 Piper 

Drive, Vero Beach, Florida 32960; 

telephone: (772) 567–4361; fax: (772) 

978–6573; Internet: http:// 

www.newpiper.com/company/ 

publications.asp. 

To view the AD docket, go to U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590, or on the Internet at http:// 

www.regulations.gov. The docket 

number is FAA–2009–1015; Directorate 

Identifier 2009–CE–039–AD. 

FOR FURTHER INFORMATION CONTACT: 

Hector Hernandez, Aerospace Engineer, 

Atlanta Aircraft Certification Office, 

1701 Columbia Avenue, College Park, 

GA 30337; telephone: (404) 474–5587; 

fax: (404) 474–5606. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On October 23, 2009, we issued a 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an AD that would apply to 

certain Piper Aircraft, Inc. (Piper) PA– 

28, PA–32, PA–34, and PA–44 series 

airplanes. This proposal was published 

in the Federal Register as a notice of 

proposed rulemaking (NPRM) on 

October 30, 2009 (74 FR 56138). The 

NPRM proposed to detect and correct 

any incorrectly assembled control wheel 

shafts. 

Comments 

We provided the public the 

opportunity to participate in developing 

this AD. The following presents the 

comments received on the proposal and 

FAA’s response to each comment: 

Comment Issue No. 1: Difficulty in 

Disassembling Components 

Fifteen commenters, including the 

Aircraft Owners and Pilots Association 

(AOPA), Barry Rogers, Bruce Chien, and 

Harry Cook commented that some Piper 

airplanes do not have inspection holes 

and may require disassembly of the 

control wheel shaft. Disassembly can 

take several hours due to the difficulty 

in removing (or separating) the parts, 

which could be very costly and possibly 

damage a perfectly good component. 

We infer from these comments that 

the commenters want us to rescind the 

NPRM due to difficulty in 

disassembling the parts and cost of labor 

for disassembly. 

The FAA partially agrees with the 

above comment. We disagree that we 

should rescind the NPRM due to 

difficulty in disassembling the parts. 

According to Piper, the universal joint 

has rotating parts that wear, and 

replacement of those parts, which 

requires disassembly, is a routine 

procedure done with little difficulty. 

Piper sales history records show, that on 

average, they sell over 400 of these as 

service spare replacements each year, 

and the Piper technical support 

department is not aware of anyone 

reporting difficulty in replacing them. 

Piper has revised their service bulletin, 

to provide more information about the 

different control wheel shaft 

configurations. We agree that 

disassembly of the control shaft wheel 

may take more time than an inspection 

with witness holes. However, the FAA 

has determined that there is an unsafe 

condition and has identified actions to 

correct that unsafe condition. It is every 

owner’s and operator’s responsibility to 

maintain the airplane to the type design 

and address any airworthiness concerns. 

This includes all maintenance 

requirements and ADs that correct an 

unsafe condition. 

We will change the final rule AD 

action to include Piper Aircraft, Inc. 

Mandatory Service Bulletin No. 1197B, 

dated May 3, 2010, to use for the 

procedures to comply with the actions 

required by this AD. We will allow 

‘‘unless already done’’ credit to anyone 

who already accomplished the actions 

following the previous service bulletin 

included as part of the NPRM. 

Comment Issue No. 2: Cost Absorbed by 

Piper 

John Witosky, Thomas McIntosh, 

Claude Dalrymple, Jr., M. Hefter, and 

George Haffey commented that the cost 


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43810 Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations 

for maintenance and replacement parts 

should be absorbed by Piper. Several 

aircraft owners disagreed with covering 

the cost for a Piper mistake. Several 

aircraft owners/operators felt that Piper 

failed to manufacture the aircraft to 

design specification and their quality 

system did not detect a bad assembly. 

The FAA has determined that there is 

an unsafe condition and has identified 

actions to correct that unsafe condition. 

One of the FAA’s responsibilities is to 

identify the direct costs involved (labor 

and parts) with the corrective actions. It 

is every owner’s and operator’s 

responsibility to maintain the airplane 

to the type design and address any 

airworthiness concerns. This includes 

all maintenance requirements and ADs 

that correct an unsafe condition. 

We are not changing the final rule AD 

action based on this comment. 

Comment Issue No. 3: Date Range of 

Manufacturing Error 

M. Hefter, Barry Rogers, Matt Gunsch, 

Thomas McIntosh, and four other 

commenters stated that the FAA needs 

to determine a date range when the 

control wheel assemblies’ 

manufacturing errors were most likely 

to have occurred. This would narrow 

the number of aircraft required to be 

inspected. This AD would require the 

inspection of the control wheel 

assemblies on approximately 41,928 

airplanes. There are reports from Piper 

owners that the inspection is not simple 

and can take several hours due to 

difficulty in removing (or separating) 

the parts. 

The FAA agrees that it would be 

helpful to know an exact time period 

when the manufacturing errors 

occurred. Piper is unable to determine 

a time period when the assembly error 

occurred. Therefore, we are unable to 

comply with owner’s/operator’s 

requests to narrow the number of 

aircraft based on date of manufacture. 

We are not changing the final rule AD 

action based on this comment. 

Comment Issue No. 4: Various 

Configurations and Cost of Compliance 

The AOPA, Bruce Chien, M. Hefter, 

and Barry Rogers commented that the 

cost of compliance should be revised 

based on field experience and difficulty 

in removing these parts for inspection, 

along with replacing these assemblies 

and different configurations used in the 

control wheel shaft assemblies. Piper 

owners claim there are different 

configurations used in the control wheel 

shaft assemblies as follows: 

• Taper pin on aircraft with witness 

holes; 

• Taper pin on aircraft without 

witness holes; 

• Bolt with witness hole; 

• Bolt with no witness hole; and 

• The older Piper aircraft do not use 

fastener (taper pin or bolt) or have 

witness holes. 

The FAA agrees with this comment. 

Piper has revised the service 

information to provide more 

information about the different control 

wheel shaft configurations. We are 

including this revised service bulletin in 

the final rule AD action, and including 

the estimated cost of each configuration 

in the Costs of Compliance section of 

this AD. We will allow ‘‘unless already 

done’’ credit to anyone who already 

accomplished the actions following the 

previous service bulletin included as 

part of the NPRM. 

Comment Issue No. 5: Inadequate 

Service Information 

The AOPA and Harry Cook 

commented that there should be a 

revision to the service bulletin to 

address the different control wheel shaft 

assemblies. Piper owners are requesting 

more instructions in the service bulletin 

to address the older Piper aircraft that 

do not use taper pins or have witness 

holes. 

The FAA agrees with this comment. 

Piper has revised the service bulletin to 

provide more information about the 

different control wheel shaft 

configurations. We will change the final 

rule AD action to include Piper Aircraft, 

Inc. Mandatory Service Bulletin No. 

1197B, dated May 3, 2010, to use for the 

procedures to comply with the actions 

required by this AD. We will allow 

‘‘unless already done’’ credit to anyone 

who already accomplished the actions 

following the previous service bulletin 

included as part of the NPRM. 

Comment Issue No. 6: Alternative 

Methods of Inspecting 

Neal Bachman, M. Hefter, and several 

other commenters had several 

suggestions for control wheel shafts 

lacking a witness hole. One commenter 

suggested that information should be 

provided in the service bulletin on 

drilling a witness hole based on Piper 

design specifications. Another 

commenter suggested revising the 

service bulletin to include an alternative 

method to determine the location of the 

drilled taper pin hole, which requires a 

measurement from the sprocket end of 

the shaft instead of measuring from the 

universal joint end of the shaft (which 

requires the removal of the tapered pin). 

The commenters feel this will greatly 

reduce the burden to remove the 

universal joint/taper pin on airplanes 

lacking a witness hole. 

The FAA disagrees with this 

comment. Based on input from Piper, 

we determined these were not viable 

options due to the many different 

control wheel shaft configurations 

within each airplane model. However, 

anyone may submit substantiating data 

to show compliance with the actions of 

this AD. The FAA will review and 

consider all alternative method of 

compliance (AMOC) requests we receive 

provided they follow the procedures in 

14 CFR 39.19 

We are not changing the final rule AD 

action based on this comment. 

Comment Issue No. 7: Compliance 

Times 

The AOPA and M. Hefter commented 

that the compliance time should be 

changed to be at the next scheduled 

annual or 100-hour inspection, 

whichever occurs first. The low fleet 

incidences do not justify a more 

restrictive timetable. 

The FAA agrees and based on 

comments received from owners/ 

operators we will change the 

compliance time to be within the next 

100 hours time-in-service or within the 

next 12 months, whichever occurs first. 

Comment Issue No. 8: Unnecessary AD 

Action 

The AOPA, James M. Stockdale, 

Steven Barnes, and others commented 

that the proposed AD is a result of two 

reports of control wheel shafts 

incorrectly drilled at Piper. The AD 

would require the inspection of the 

control wheel assemblies on 

approximately 41,928 airplanes. Several 

aircraft owners/operators feel that a 

control wheel shaft problem would have 

shown a much greater incidence level 

than two field reports. 

The FAA does not agree that the 

scope needs to be changed or that this 

NPRM is not necessary. A loss of the 

control wheel due to misdrilling of the 

attachment hole may lead to separation 

of the control wheel shaft, resulting in 

loss of pitch and roll control. The FAA 

has determined that there is an unsafe 

condition as described and justified in 

the NPRM. It is every owner’s 

responsibility to maintain their airplane 

to type design and address any 

airworthiness concern. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD as proposed except for 

the changes previously discussed and 

minor editorial corrections. We have 


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Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations 43811 

determined that these minor 

corrections: 

• Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Costs of Compliance 

We estimate that this AD would affect 

41,928 airplanes in the U.S. registry. 

We estimate the following costs to do 

the inspection: 

Labor cost Parts cost Total cost per airplane Total cost on U.S. operators 

From .5 work-hour to 3 work-hours × $85 per hour = 

$42.50 to $255.

Not applicable ... From $42.50 to $255 ............. From $1,781,940 to $10,691,640. 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

inspection. We have no way of 

determining the number of airplanes 

that may need this repair/replacement: 

Labor cost Parts cost Total cost per 

airplane 

Taper Pin with and without witness hole: 16 work-hours × $85 

per hour = $1,360.

$75 per side × maximum of 2 per airplane = $150 ................... $1,510 

Bolt with and without witness hole: 15 work-hours × $85 per 

hour = $1,275.

$75 per side × maximum of 2 per airplane = $150 ................... $1,425 

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 AD. 

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 this AD: 

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 a summary of the costs 

to comply with this AD (and other 

information as included in the 

Regulatory Evaluation) and placed it in 

the AD Docket. You may get a copy of 

this summary by sending a request to us 

at the address listed under ADDRESSES. 

Include ‘‘Docket No. FAA–2009–1015; 

Directorate Identifier 2009–CE–039–AD’’ 

in your request. 

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 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. FAA amends § 39.13 by adding a 

new AD to read as follows: 

2010–15–10 Piper Aircraft, Inc.: 

Amendment 39–16376; Docket No. 

FAA–2009–1015; Directorate Identifier 

2009–CE–039–AD. 

Effective Date 

(a) This AD becomes effective on August 

31, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the following 

airplane models and serial numbers that are 

certificated in any category: 

Models Serial Nos. 

PA–28–140 .................................................................................................. 28–20001 through 28–26946 and 28–7125001 through 

28–7725290. 

PA–28–150 .................................................................................................. 28–03; 28–1 through 28–4377; and 28–1760A. 

PA–28–160 .................................................................................................. 28–03; 28–1 through 28–4377; and 28–1760A. 

PA–28–180 .................................................................................................. 28–03; 28–671 through 28–5859; and 28–7105001 through 28– 

7205318. 

PA–28S–160 ............................................................................................... 28–1 through 28–1760 and 28–1760A. 

PA–28S–180 ............................................................................................... 28–671 through 28–5859 and 28–7105001 through 

28–7105234. 

PA–28–235 .................................................................................................. 28–10001 through 28–11378; 28–7110001 through 

28–7210023; 28E–11 and 28–7310001 through 28–7710089. 


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43812 Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations 

Models Serial Nos. 

PA–28–236 .................................................................................................. 28–7911001 through 28–8611008 and 2811001 through 2811050. 

PA–28–151 .................................................................................................. 28–7415001 through 28–7715314. 

PA–28–161 .................................................................................................. 2841001 through 2841365; 28–7716001 through 

28–8216300; 28–8316001 through 28–8616057; 2816001 through 

2816109; 2816110 through 2816119; and 2842001 through 

2842305. 

PA–28–180 .................................................................................................. 28–E13 and 28–7305001 through 28–7505260. 

PA–28–181 .................................................................................................. 28–7690001 through 28–8690056; 28–8690061; 

28–8690062; 2890001 through 2890205; 2890206 through 2890231; 

and 2843001 through 2843672. 

PA–28–201T ................................................................................................ 28–7921001 through 28–7921095. 

PA–28R–180 ............................................................................................... 28R–30002 through 28R–31270 and 28R–7130001 through 28R– 

7130013. 

PA–28R–200 ............................................................................................... 28R–35001 through 28R–35820; 28R–7135001 through 28R– 

7135229; and 28R–7235001 through 28R–7635545. 

PA–28R–201 ............................................................................................... 28R–7737002 through 28R–7837317; 2837001 through 2837061; 

and 2844001 through 2844138. 

PA–28R–201T ............................................................................................. 28R–7703001 through 28R–7803374 and 2803001 through 2803012. 

PA–28RT–201 ............................................................................................. 28R–7918001 through 28R–7918267 and 28R–8018001 through 

28R–8218026. 

PA–28RT–201T ........................................................................................... 28R–7931001 through 28R–8631005 and 2831001 through 2831038. 

PA–32–260 .................................................................................................. 32–03; 32–04; 32–1 through 32–1297; and 32–7100001 through 32– 

7800008. 

PA–32–300 .................................................................................................. 32–15; 32–21; 32–40000 through 32–40974; and 

32–7140001 through 32–7940290. 

PA–32S–300 ............................................................................................... 32S–15; 32S–40000 through 32S–40974; and 32S–7140001 through 

32S–7240137. 

PA–32R–300 ............................................................................................... 32R–7680001 through 32R–7880068. 

PA–32RT–300 ............................................................................................. 32R–7885002 through 32R–7985106. 

PA–32RT–300T ........................................................................................... 32R–7787001 and 32R–7887002 through 32R–7987126. 

PA–32R–301 (SP) ....................................................................................... 32R–8013001 through 32R–8613006; 3213001 through 

3213028; and 3213030 through 3213041. 

PA–32R–301 (HP) ....................................................................................... 3213029; 3213042 through 3213103; 3246001 through 3246217; 

3246219; 3246223; 3246218; 3246220 through 3246222; and 

3246224 through 3246244. 

PA–32R–301T ............................................................................................. 32R–8029001 through 32R–8629008 and 3229001 through 3229003. 

PA–32–301 .................................................................................................. 32–8006002 through 32–8606023; 3206001 through 3206019; 

3206042 through 3206044; 3206047; 3206050 through 3206055; 

and 3206060. 

PA–32–301T ................................................................................................ 32–8024001 through 32–8424002. 

PA–32R–301T ............................................................................................. 3257001 through 3257483. 

PA–32–301FT ............................................................................................. 3232001 through 3232074. 

PA–32–301XTC ........................................................................................... 3255001 through 3255014; 3255026, 3255015 through 3255025; 

3255027; and 3255051. 

PA–34–200 .................................................................................................. 34–E4 and 34–7250001 through 34–7450220. 

PA–34–200T ................................................................................................ 34–7570001 through 34–8170092. 

PA–34–220T ................................................................................................ 34–8133001 through 34–8633031; 3433001 through 3433172; 

3448001 through 3448037; 3448038 through 3448079; 3447001 

through 3447029; and 3449001 through 3449377. 

PA–44–180 .................................................................................................. 44–7995001 through 44–8195026; 4495001 through 4495013; and 

4496001 through 4496251. 

PA–44–180T ................................................................................................ 44–8107001 through 44–8207020. 

Unsafe Condition 

(d) This AD results from two field reports 

of incorrectly assembled control wheel 

shafts. We are issuing this AD to detect and 

correct any incorrectly assembled control 

wheel shafts. This condition, if left 

uncorrected, could lead to separation of the 

control wheel shaft, resulting in loss of pitch 

and roll control. 

Compliance 

(e) To address this problem, you must do 

the following, unless already done: 

Actions Compliance Procedures 

(1) Inspect the pilot and copilot control wheel 

columns for correct control wheel shaft installation.

Within 100 hours time-in-service after August 

31, 2010 (the effective date of this AD), or 

within the next 12 months after August 31, 

2010 (the effective date of this AD), whichever occurs first.

Follow Piper Aircraft, Inc. Mandatory Service 

Bulletin No. 1197A, dated September 1, 

2009; or Piper Aircraft, Inc. Mandatory 

Service Bulletin No. 1197B, dated May 3, 

2010. 

(2) If during the inspection required in paragraph (e)(1) of this AD an incorrectly installed 

control wheel shaft is found, replace the appropriate shaft with a new shaft.

Before further flight after the inspection where 

incorrect installation of the control wheel 

shaft is found.

Follow Piper Aircraft, Inc. Mandatory Service 

Bulletin No. 1197A, dated September 1, 

2009; or Piper Aircraft, Inc. Mandatory 

Service Bulletin No. 1197B, dated May 3, 

2010. 


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Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations 43813 

Actions Compliance Procedures 

(3) Inspect the universal joint and all other control wheel parts when doing the action required in (e)(2) of this AD and, if any deterioration, excessive wear, or damage is found, 

replace the universal joint and/or other control 

wheel parts with a new universal joint and/or 

other applicable new control wheel parts as 

necessary.

Before further flight after the inspection where 

incorrect installation of the control wheel 

shaft is found.

Follow Piper Aircraft, Inc. Mandatory Service 

Bulletin No. 1197A, dated September 1, 

2009; or Piper Aircraft, Inc. Mandatory 

Service Bulletin No. 1197B, dated May 3, 

2010. 

Alternative Methods of Compliance 

(AMOCs) 

(f) The Manager, Atlanta Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Send information to ATTN: 

Hector Hernandez, Aerospace Engineer, 

Atlanta Aircraft Certification Office (ACO), 

1701 Columbia Avenue, College Park, GA 

30337; telephone: (404) 474–5587; fax: (404) 

474–5606. 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. 

Related Information 

(g) To get copies of the service information 

referenced in this AD, contact Piper Aircraft, 

Inc., 2926 Piper Drive, Vero Beach, Florida 

32960; telephone: (772) 567–4361; fax: (772) 

978–6573; Internet: http:// 

www.newpiper.com/company/ 

publications.asp. To view the AD docket, go 

to U.S. Department of Transportation, Docket 

Operations, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, or on 

the Internet at http://www.regulations.gov. 

Material Incorporated by Reference 

(h) You must use Piper Aircraft, Inc. 

Mandatory Service Bulletin No. 1197A, dated 

September 1, 2009, or Piper Aircraft, Inc. 

Mandatory Service Bulletin No. 1197B, dated 

May 3, 2010, 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 Piper Aircraft, Inc., 2926 

Piper Drive, Vero Beach, Florida 32960; 

telephone: (772) 567–4361; fax: (772) 978– 

6573; Internet: http://www.newpiper.com/ 

company/publications.asp. 

(3) You may review copies of the service 

information incorporated by reference for 

this AD at the FAA, Central Region, Office of 

the Regional Counsel, 901 Locust, Kansas 

City, Missouri 64106. For information on the 

availability of this material at the Central 

Region, call (816) 329–3768. 

(4) You may also review copies of the 

service information incorporated by reference 

for this AD 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 Kansas City, Missouri, on July 16, 

2010. 

Kim Smith, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2010–18012 Filed 7–26–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2010–0241; Airspace 

Docket No. 10–AGL–4] 

RIN 2120–AA66 

Modification of VOR Federal Airways 

V–82, V–175, V–191, and V–430 in the 

Vicinity of Bemidji, MN 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies the legal 

description of VHF omnidirectional 

range (VOR) Federal Airways V–82, V– 

175, V–191, and V–430 in the vicinity 

of Bemidji, MN. The Bemidji (BJI) VOR, 

that forms a segment of these airways, 

has been out of service for over two 

years due to terrain and new 

construction signal interference 

problems and is planned for 

decommissioning. An airway 

intersection reporting point is being 

established in the same location as the 

BJI VOR to restore a navigable route 

structure to the area similar to what 

existed prior to the loss of service from 

the navigation aid. 

DATES: Effective date 0901 UTC, 

September 23, 2010. The Director of the 

Federal Register approves this 

incorporation by reference action under 

1 CFR part 51, subject to the annual 

revision of FAA Order 7400.9 and 

publication of conforming amendments. 

FOR FURTHER INFORMATION CONTACT: 

Colby Abbott, Airspace and Rules 

Group, Office of System Operations 

Airspace and AIM, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

History 

On Wednesday, May 5, 2010, the FAA 

published in the Federal Register a 

notice of proposed rulemaking (NPRM) 

to modify V–82, V–175, V–191, and V– 

430 in the vicinity of Bemidji, MN (75 

FR 24504). Interested parties were 

invited to participate in this rulemaking 

effort by submitting written comments 

on this proposal to the FAA. One 

comment was received in response to 

the proposal. 

The commenter requested the FAA 

provide at least a fix to replace the 

Bemidji VOR. The FAA addressed this 

comment in the proposal section of the 

NPRM. Specifically, the FAA stated, ‘‘To 

restore the navigable airway structure in 

the vicinity of Bemidji, MN, the FAA is 

proposing to establish the BLUOX fix in 

the same location currently depicting 

the BJI VOR navigation aid.’’ The 

BLUOX fix, as proposed, is defined by 

intersecting airway radials. 

Subsequent to publication, the FAA 

took action to change the Decatur (DEC) 

VHF omni-directional range/tactical air 

navigation (VORTAC) name and 

identifier to the Adders VORTAC 

(AXC). The DEC VORTAC name change 

will only affect V–191 in this 

rulemaking action. 

The Rule 

This action amends Title 14 Code of 

Federal Regulations (14 CFR) part 71 by 

modifying V–82, V–175, V–191, and V– 

430 in the vicinity of Bemidji, MN. The 

BJI VOR navigation aid was removed 

from service in April 2007, and is being 

decommissioned. To restore the 

navigable airway structure in the 

vicinity of Bemidji, MN, the FAA is 

establishing the BLUOX fix in the same 

location currently depicting the BJI 

VOR. Also, V–430 is rerouted between 

the BLUOX fix and Grand Forks VOR 

(GFK), ND, over the Thief River Falls 

VOR (TVF), MN. Except for V–191, 

which is being modified to terminate at 

the Grand Rapids VOR (GPZ), MN, the 

FAA is modifying the V–82, V–175, and 


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