Federal Register / Vol. 60, No. 88 / Monday, May 8, 1995 / Rules and Regulations 22499

making of this amendment. No

comments were received on the

proposed rule or the FAA’s

determination of the cost to the public.

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed except for minor

editorial corrections. The FAA has

determined that these minor corrections

will not change the meaning of the AD

and will not add any additional burden

upon the public than was already

proposed.

The FAA estimates that 21 sailplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

1 workhour per sailplane to accomplish

the required action, and that the average

labor rate is approximately $60 an hour.

Parts cost approximately $25 per

sailplane. Based on these figures, the

total cost impact of the AD on U.S.

operators is estimated to be $1,785. This

figure is based on the assumption that

no affected sailplane owner/operator

has accomplished the required

modification. The FAA believes that

several of the 21 affected sailplane

owners/operators have already

accomplished the required

modification, thereby reducing the cost

impact upon the public.

The regulations adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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 copy of the final

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, 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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding a new AD to read as follows:

95–09–11 Schempp-Hirth: Amendment 39–

9215; Docket No. 94–CE–17–AD.

Applicability: Cirrus and Cirrus VTC

Sailplanes, all serial numbers, certificated in

any category.

Note 1: This AD applies to each sailplane

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

sailplanes 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 (c) of this AD 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 sailplane from the

applicability of this AD.

Compliance: Required upon the

accumulation of 500 hours time-in-service

(TIS) or within the next 20 hours TIS after

the effective date of this AD, whichever

occurs later, unless already accomplished.

To prevent airbrake system failure caused

by broken coupling balls on the airbrake

actuating lever, which, if not detected and

corrected, could result in sailplane

controllability problems, accomplish the

following:

(a) Modify the airbrake actuating lever and

replace the airbrake system coupling balls

(located on the actuating lever) in accordance

with the instructions in Schempp-Hirth

Technical Note No. 265–10, dated November

5, 1992.

(b) Special flight permits may be issued in

accordance with §§ 21.197 and 21.199 of the

Federal Aviation Regulations (14 CFR 21.197

and 21.199) to operate the sailplane to a

location where the requirements of this AD

can be accomplished.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Small Airplane

Directorate, Aircraft Certification Service,

FAA, 1201 Walnut, suite 900, Kansas City,

Missouri 64106. The request shall be

forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Small Airplane Directorate.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Small Airplane

Directorate.

(d) The modification required by this AD

shall be done in accordance with SchemppHirth Technical Note No. 265–10, dated

November 5, 1992. 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 Schempp-Hirth Flugzeubau

GmbH, Krebenstr. 25, D–7312 Kirchheim/

Teck, Germany. Copies may be inspected at

the FAA, Central Region, Office of the

Assistant Chief Counsel, Room 1558, 601 E.

12th Street, Kansas City, Missouri, or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(e) This amendment (39–9215) becomes

effective on June 9, 1995.

Issued in Kansas City, Missouri, on April

26, 1995.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 95–10830 Filed 5–5–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 91–CE–40–AD; Amendment 39–

9216; AD 95–09–12]

Airworthiness Directives; Alexander

Schleicher Models ASW–12, ASW–15,

ASW–15B, and ASW–17 Gliders

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

Airworthiness Directive (AD) 88–11–05,

which currently requires repetitively

inspecting the wing spar of Alexander

Schleicher Models ASW–15 and ASW–

15B gliders for wood rot, and replacing

any wing spar where wood rot is found.

Alexander Schleicher Models ASW–12

and ASW–17 gliders are of a similar

type design to Models ASW–15 and

ASW–15B gliders, and the Federal

Aviation Administration (FAA), in

working with the Civil Aviation

Authority of Germany, has decided that

the actions referenced in AD 88–11–05

should also apply to Models ASW–12

and ASW–17 gliders. The actions

specified by this AD are intended to

prevent failure of the wing spar caused
22500 Federal Register / Vol. 60, No. 88 / Monday, May 8, 1995 / Rules and Regulations

by wood rot, which, if not detected and

corrected, could result in loss of control

of the airplane.

DATES: Effective June 9, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 9,

1995.

ADDRESSES: Service information that

applies to this AD may be obtained from

Alexander Schleicher GmbH &

Company, D–36163, PopppenhausenWasserkuppe, Germany; or Eastern

Sailplane, Heath Stage Route Shelburne

Falls, Massachusetts 01370; telephone

(413) 625–6059. This information may

also be examined at the FAA, Central

Region, Office of the Assistant Chief

Counsel, Room 1558, 601 E. 12th Street,

Kansas City, Missouri 64106; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Mr.

Herman Belderok, Project Officer,

Gliders, Small Airplane Directorate,

Aircraft Certification Service, FAA,

1201 Walnut, suite 900, Kansas City,

Missouri 64106; telephone (816) 426–

6932; facsimile (816) 426–2169.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an AD that would apply to

certain Alexander Schleicher Models

ASW–12, ASW–15, ASW–15B, and

ASW–17 gliders was published in the

Federal Register on December 19, 1994

(59 FR 65282). The action proposed to

supersede AD 88–11–05, Amendment

39–5997, with a new AD that would (1)

retain the requirement of repetitively

inspecting the wing spar for wood rot on

the Models ASW–15 and ASW–15B

gliders, and replacing the wing spar if

wood rot is found; and (2) extend these

repetitive inspections and possible

replacement to Models ASW–12 and

ASW–17 gliders. Accomplishment of

the proposed inspections would be in

accordance with either Alexander

Schleicher ASW–15 Technical Note

(TN) No. 23, dated April 21, 1988;

Alexander Schleicher ASW–12 TN No.

4, dated May 10, 1989; or Alexander

Schleicher ASW–17 TN No. 12, dated

May 8, 1989, as applicable.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposed rule or the FAA’s

determination of the cost to the public.

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed except for minor

editorial corrections. The FAA has

determined that these minor corrections

will not change the meaning of the AD

or add any additional burden upon the

public than was already proposed.

The compliance time presented in

this AD is based upon calendar time

instead of hours time-in-service. Rotting

of the wood wing box spar is caused by

moisture and the condition could exist

or develop regardless of whether the

glider is in actual operation. For this

reason, the FAA has determined that the

compliance time of the required AD

action should be in calendar time.

The FAA estimates that 50 gliders (7

ASW–12’s, 27 ASW–15’s, 6 ASW–15B’s,

and 10 ASW–17’s) in the U.S. registry

will be affected by this AD, that it will

take approximately 6 workhours per

glider to accomplish the required action,

and that the average labor rate is

approximately $60 an hour. Parts cost

approximately $110 per glider, and the

required core analysis costs $185. Based

on these figures, the total cost impact of

the AD on U.S. operators is estimated to

be $32,750. This figure is based upon

the assumption that no affected glider

owner/operator has accomplished the

proposed inspection, nor does it

account for repetitive inspections. The

FAA has no way of determining the

number of repetitive inspections an

owner/operator may incur.

In addition, AD 88–11–05 currently

mandates the same actions that are

required by this final rule AD on 33

gliders. With this in mind, the cost

impact of the AD upon U.S. operators is

reduced $21,615 from $32,750 to

$11,135.

The regulations adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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 copy of the final

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, 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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing AD 88–11–05, Amendment

39–5997, and by adding a new AD to

read as follows:

95–09–12 Alexander Schleicher:

Amendment 39–9216; Docket No. 91–

CE–40–AD.

Applicability: Models ASW–12, ASW–15,

ASW–15B, and ASW–17 gliders (all serial

numbers), certificated in any category.

Note 1: This AD applies to each glider

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

gliders 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 (g) of this AD 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 glider from the

applicability of this AD.

Compliance: Required initially as follows,

and thereafter as indicated in the body of this

AD:

1. For Models ASW–12 and ASW–17:

Within the next 6 calendar months after the

effective date of this AD, unless already

accomplished.

2. For Models ASW–15 and ASW–15B: On

or before the last day of the 12th calendar

month after the last inspection required by

AD 88–11–05, Amendment 39–5997.

To prevent failure of the wing spar caused

by wood rot, which, if not detected and
Federal Register / Vol. 60, No. 88 / Monday, May 8, 1995 / Rules and Regulations 22501

corrected, could result in loss of control of

the glider, accomplish the following:

(a) Visually inspect the wing spar for wood

rot in accordance with either Action

Paragraphs 1.1 through 1.3 of Alexander

Schleicher ASW–12 Technical Note (TN) No.

4, dated May 10, 1989; Action Paragraphs

1.1, 1.2, and 2.1 of Alexander Schleicher

ASW–15 TN No. 23, dated April 21, 1988; or

Action Paragraphs 1.1 and 1.2 of Alexander

Schleicher ASW–17 TN No. 12, dated May 8,

1989, as applicable.

(b) Mark and send wood cores obtained

through the inspection specified in paragraph

(a) of this AD to a mycology laboratory for

microscopical inspection to detect heavy

wood destroying fungal infestation in

accordance with either Action Paragraph 1.3

of Alexander Schleicher ASW–12 TN No. 4,

dated May 10, 1989; Action Paragraph 2.1 of

Alexander Schleicher ASW–15 TN No. 23,

dated April 21, 1988; or Action Paragraph 1.2

of Alexander Schleicher ASW–17 TN No. 12,

dated May 8, 1989, as applicable.

(c) If moisture damage, swelling, evidence

that water has penetrated into the spar fork,

or fungal infestation is found, prior to further

flight after the inspection required by

paragraph (a) of this AD, accomplish the

following:

(1) Wait for the results of the microscopical

examination and then obtain a repair scheme

from the manufacturer through the Manager,

Small Airplane Directorate, at the address

specified in paragraph (g) of this AD, and

incorporate this repair scheme.

(2) Apply preservative, strengthen the

inspection hole area, and close the hole in

accordance with either Action Paragraph 1.4

of Alexander Schleicher ASW–12 TN No. 4,

dated May 10, 1989; Action Paragraph 2.2 of

Alexander Schleicher ASW–15 TN No. 23,

dated April 21, 1988; or Action Paragraph 1.3

of Alexander Schleicher ASW–17 TN No. 12,

dated May 8, 1989, as applicable.

(d) If no moisture damage, swelling,

evidence that water has penetrated into the

spar fork, or fungal infestation is found,

accomplish the following:

(1) Prior to further flight after the

inspection required by paragraph (a) of this

AD, apply preservative, strengthen the

inspection hole area, and close the hole in

accordance with either Action Paragraph 1.4

of Alexander Schleicher ASW–12 TN No. 4,

dated May 10, 1989; Action Paragraph 2.2 of

Alexander Schleicher ASW–15 TN No. 23,

dated April 21, 1988; or Action Paragraph 1.3

of Alexander Schleicher ASW–17 TN No. 12,

dated May 8, 1989, as applicable.

(2) Operation of the glider during the

microscopical examination of the wood core

is permitted. However, if these examination

results reveal heavy wood destroying fungal

infestation, prior to further flight after

receiving the results, obtain a repair scheme

from the manufacturer through the Manager,

Small Airplane Directorate, at the address

specified in paragraph (g) of this AD, and

incorporate this repair scheme.

(e) The inspection requirements specified

in paragraphs (a) through (c) of this AD,

excluding the wood core microscopical

examination requirements, shall be

accomplished annually on or before the last

day of the 12th calendar month after the last

inspection.

(f) Special flight permits may be issued in

accordance with §§ 21.197 and 21.199 of the

Federal Aviation Regulations (14 CFR 21.197

and 21.199) to operate the glider to a location

where the requirements of this AD can be

accomplished.

(g) An alternative method of compliance or

adjustment of the initial or repetitive

compliance times that provides an equivalent

level of safety may be approved by the

Manager, Small Airplane Directorate, Aircraft

Certification Service, FAA, 1201 Walnut,

suite 900, Kansas City, Missouri 64106. The

request shall be forwarded through an

appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Small Airplane Directorate.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Small Airplane

Directorate.

(h) The inspections required by this AD

shall be done in accordance with either

Alexander Schleicher ASW–12 Technical

Note No. 4, dated May 10, 1989; Alexander

Schleicher ASW–15 Technical Note No. 23,

dated April 21, 1988; or Alexander

Schleicher ASW–17 Technical Note No. 12,

dated May 8, 1989, 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

Alexander Schleicher GmbH & Company, D–

36163, Popppenhausen-Wasserkuppe,

Germany; or Eastern Sailplane, Heath Stage

Route Shelburne Falls, Massachusetts 01370.

Copies may be inspected at the FAA, Central

Region, Office of the Assistant Chief Counsel,

Room 1558, 601 E. 12th Street, Kansas City,

Missouri, or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

(i) This amendment (39–9216) supersedes

AD 88–11–05, Amendment 39–5997.

(j) This amendment (39–9216) becomes

effective on June 9, 1995.

Issued in Kansas City, Missouri, on April

26, 1995.

Henry Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 95–10831 Filed 5–5–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–73–AD; Amendment

39–9218; AD 95–10–01]

Airworthiness Directives; Raytheon

Model Hawker 1000 and BAe 125–

1000A Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Raytheon Model

Hawker 1000 and BAe 125–1000A series

airplanes. This action requires

inspections to detect various

discrepancies of the fuel hose

assemblies on the auxiliary power unit

(APU), and correction of any

discrepancy found. This amendment is

prompted by several reports of heat

damage to the fuel hose assembly on the

APU. The actions specified in this AD

are intended to prevent failure of a fuel

hose due to heat damage caused by

incorrect routing or bleed air leakage;

such failure could result in a

malfunction of the APU, a fuel fire in

the fuselage rear equipment bay, and

reduced structural integrity of the

surrounding structure.

DATES: Effective May 23, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 23,

1995.

Comments for inclusion in the Rules

Docket must be received on or before

July 7, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

73–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Raytheon

Corporate Jets, Inc., Customer Support

Department, Adams Field, P.O. Box

3356, Little Rock, Arkansas 72203. This

information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

William Schroeder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2148; fax (206) 227–1320.

SUPPLEMENTARY INFORMATION: The Civil

Aviation Authority (CAA), which is the

airworthiness authority for the United

Kingdom, recently notified the FAA that

an unsafe condition may exist on certain

Raytheon Model Hawker 1000 and BAe

125–1000A series airplanes. The CAA

advises that it has received recent

reports of heat damage to the fuel feed

hose assemblies on the auxiliary power

unit (APU) installed on several Model

BAe 125–1000A airplanes. In one case,

the outer sheath was charred due to a

suspected leak of the bleed air. In

another case, while performing a preflight inspection, the flight crew found