Federal Register / Vol. 60, No. 102 / Friday, May 26, 1995 / Rules and Regulations 27871

application process, but certification

pursuant to this section may be made as part

of the loan closing.

Thus, certification at the time of

application does not appear to be

required, although it may be used as a

means for ‘‘weeding out’’ delinquents.

In the alternative, certification at the

time of closing is consistent with the

intent of Congress, and these regulations

require such certification.

SBA has also determined that the

intent of the legislation is to require

individuals who are subject to

agreements requiring the payment of

child support to make the required

certifications. Many of the applicants for

SBA financial assistance are

corporations, partnerships and sole

proprietorships. For purposes of these

regulations, SBA will require any owner

or partner holding 50% or more of the

voting interests of an applicant (a

principal) to certify.

Finally, SBA takes the position that

the statute intends coverage only for its

business loan and disaster loan

program; i.e. financial assistance made

available under the Small Business Act.

Therefore, only applicants for assistance

under those programs will be required

to make the required certifications.

In practice, after the effective date of

these regulations, SBA or its

participating lender will notify the

principals of all applicants for

assistance under the business and

disaster loan programs at the time of

application that they must certify to

compliance with outstanding court

orders or agreements requiring the

payment of child support. The required

certification will be made a condition of

the loan authorization which if not

satisfied will be a ground for not closing

the loan.

Compliance With Executive Orders

12612, 12778, and 12866, the

Regulatory Flexibility Act, 5 U.S.C. 601

et seq., and the Paperwork Reduction

Act, 44 U.S.C. Ch. 35

For purposes of the Regulatory

Flexibility Act, 5 U.S.C. 601 et seq., SBA

certifies that this final rule does not

have a significant economic impact on

a substantial number of small entities.

BAS certifies that this final rule does

not constitute a significant regulatory

action for the purposes of Executive

Order 12866, since the change is not

likely to result in an annual effect on the

economy of $100 million or more.

SBA certifies that this final rule does

not impose additional reporting or

recordkeeping requirements which

would be subject to the Paperwork

Reduction Act, 44 U.S.C. Chapter 35.

This final rule does not have

federalism implications warranting the

preparation of a Federalism Assessment

in accordance with Executive Order

12612.

For purposes of Executive Order

12778, SBA certifies that this final rule

is drafted, to the extent practicable, in

accordance with the standards set forth

in section 2 of that Order.

Because this final rule reflects a

reporting requirement imposed by Pub.

L. 103–403, and is required to be

effective by April 22, 1995, SBA is

publishing this final rule without

opportunity for prior public comment

pursuant to 5 U.S.C. 553(b)(A).

However, SBA solicits and will consider

any comments it receives with respect

to this final rule in making future

adjustments.

(Catalog of Federal Domestic Assistance

Program Nos. 59.001, 59.002, 59.008, 59.012,

59.021)

List of Subjects in 13 CFR Part 116

Small businesses.

Accordingly, pursuant to the

authority contained in section 5(b)(6) of

the Small Business Act, 15 U.S.C.

634(b)(6), SBA amends part 116, chapter

I, title 13, Code of Federal Regulations,

as follows:

1. Subpart F is added to read as

follows:

Subpart F—Compliance With Child Support

Obligations.

116.42 Policy.

116.43 Certification.

116.44 Recipient.

Authority: Sec. 612 of Pub. L. 103–403, 108

Stat. 4175.

Subpart F—Compliance With Child

Support Obligations

§ 116.42 Policy.

It is the policy of SBA that each

recipient of financial assistance under

the Small Business Act shall certify that

the recipient is not more than 60 days

delinquent under any administrative

order, court order, or repayment

agreement between the recipient and the

custodial parent or a State agency

providing child support enforcement

services that requires the recipient to

pay child support as that term is defined

in section 462(b) of the Social Security

Act.

§ 116.43 Certification.

The certification required to comply

with the statement of policy expressed

in § 116.41 shall be a condition of all

financial assistance granted under

sections 7 (a) and (b) of the Small

Business Act.

§ 116.44 Recipient.

For purposes of this subpart the term

recipient shall mean an owner of 50%

or more of the ownership interest of an

applicant for assistance under section 7

(a) or (b) of the Small Business Act.

Dated: April 26, 1995.

Cassandra M. Pulley,

Deputy Administrator.

[FR Doc. 95–12647 Filed 5–25–95; 8:45 am]

BILLING CODE 8025–01–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95–ANE–05; Amendment 39–

9243; AD 95–11–08]

Airworthiness Directives; Hartzell

Propeller Inc. Models HC–92WK–( )

and HC–92ZK–( ) Propellers

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

airworthiness directive (AD) 73–02–01,

applicable to Hartzell Propeller Inc.

Models HC–92WK–( ) and HC–92ZK–

( ) propellers, that currently requires

visual and penetrant inspections of the

propeller blade shank area for corrosion

at 1,000 hour time in service (TIS)

intervals and shotpeening after

inspection. This amendment requires a

one-time inspection of the blade clamp

screws, then a dye penetrant inspection,

compressive rolling of the blade shank,

and replacement of blade clamp screws,

all to be accomplished at intervals of

500 hours TIS. This amendment is

prompted by reports of two recent

propeller blade separations that

occurred at less than 1,000 hours TIS

since last inspection. The actions

specified by this AD are intended to

prevent propeller blade separation,

which could result in loss of control of

the aircraft.

DATES: Effective June 12, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 12,

1995.

Comments for inclusion in the Rules

Docket must be received on or before

July 25, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.
27872 Federal Register / Vol. 60, No. 102 / Friday, May 26, 1995 / Rules and Regulations

95–ANE–05, 12 New England Executive

Park, Burlington, MA 01803–5299.

The service information referenced in

this AD may be obtained from Hartzell

Propeller Inc., One Propeller Place,

Piqua, OH 45356–2634; telephone (513)

778–4200, fax (513) 778–4391. This

information may be examined at the

FAA, New England Region, Office of the

Assistant Chief Counsel, Burlington,

MA; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Tomaso DiPaolo, Aerospace Engineer,

Chicago Aircraft Certification Office,

FAA, Small Airplane Directorate, 2300

East Devon Avenue, Room 232, Des

Plaines, IL 60018; telephone (708) 294–

7031, fax (708) 294–7834.

SUPPLEMENTARY INFORMATION: On

January 5, 1973, the Federal Aviation

Administration (FAA) issued

airworthiness directive (AD) 73–02–01,

Amendment 39–1584 (38 FR 1381,

January 12, 1973), applicable to Hartzell

Propeller Inc. Models HC–92WK–( )

and HC–92ZK–( ) propellers, to require

visual and penetrant inspections of the

propeller blade shank area for corrosion

prior to accumulating 1,000 hour time

in service (TIS) intervals, and

shotpeening after inspection. That

action was prompted by the separation

of a blade at the blank shank of a

Hartzell propeller. That condition, if not

corrected, could result in propeller

blade separation, which could result in

loss of control of the aircraft.

Since the issuance of that AD, the

FAA has received reports of two recent

propeller blade separations that

occurred at less than 1,000 hours TIS

since last inspection. In both accidents,

the propeller blade separation resulted

from a crack at the propeller blade

shank. Either crack may have initiated

from a failed blade clamp screw, part

number A–282, which was found in

both accidents.

The FAA has reviewed and approved

the technical contents of Hartzell

Propeller Inc. Service Bulletin (SB) No.

202, dated January 5, 1995, that

describes procedures for inspection of

the clamp screw, visual and dye

penetrant inspections and compressive

rolling of the propeller blade shank, and

replacement of blade clamp screws.

Since an unsafe condition has been

identified that is likely to exist or

develop on other propellers of this same

type design, this AD supersedes AD 73–

02–01 to require a one-time inspection

of the clamp screws, then a dye

penetrant inspection, compressive

rolling of the propeller blade shank, and

replacement of blade clamp screws, all

to be accomplished at intervals of 500

hours TIS. The actions are required to

be accomplished in accordance with the

SB described previously.

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.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications should identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 95–ANE–05.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and is not a ‘‘significant regulatory

action’’ under Executive Order 12866. It

has been determined further that this

action involves an emergency regulation

under DOT Regulatory Policies and

Procedures (44 FR 11034, February 26,

1979). If it is determined that this

emergency regulation otherwise would

be significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from 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 Amendment 39–1584, (38 FR

1381, January 12 ,1973), and by adding

a new airworthiness directive,

Amendment 39–9243, to read as

follows:

95–11–08 Hartzell Propeller Inc.:

Amendment 39–9243. Docket 95–ANE–

05. Supersedes AD 73–02–01,

Amendment 39–1584.

Applicability: Hartzell Propeller Inc.

Models HC–92WK–( ) and HC–92ZK–( )

propellers, installed on but not limited to the

following aircraft: Aerostar Aircraft Corp.

(formerly Ted Smith Aerostar) Model

Aerostar 360; Air & Space America, Inc.

Model 18A; Aircraft Acquisition Corp.

(formerly Helio) Models H–250, 500; Beech

Models 95, B95, B95A, D95A, E95; Cessna

Models 172, 175, 175A; Found Brothers

Aviation Ltd. Models FBA 100, FBA–2C;

Kwad Company Model Super-V; Mooney

Aircraft Corp. Model M20A; Piper Models

PA–23, PA–24, PA–25; Procaer Model F15/B;

Revo Inc. Models C2, Lake LA–4; and
Federal Register / Vol. 60, No. 102 / Friday, May 26, 1995 / Rules and Regulations 27873

Simmering Graz Pauker A.G. Model SGP–

222.

Note 1: This airworthiness directive (AD)

applies to each propeller 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 propellers 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 (e)

to request approval from the Federal Aviation

Administration (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 propeller from the

applicability of this AD.

Note 2: The above is not an exhaustive list

of aircraft which may contain the affected

Hartzell Models HC–92WK–( ) and HC–

92ZK–( ) propellers because of installation

approvals made by, for example,

Supplemental Type Certificate or field

approval under FAA Form 337 ‘‘Major Repair

and Alteration.’’ It is the responsibility of the

owner, operator, and person returning the

aircraft to service to determine if an aircraft

has an affected propeller.

Compliance: Required as indicated, unless

accomplished previously.

To prevent propeller blade separation,

which could result in loss of control of the

aircraft, accomplish the following:

(a) For all affected propellers, within 10

hours time in service (TIS) after the effective

date of this AD, perform a blade clamp screw

inspection in accordance with Procedure No.

1 of Hartzell Propeller Inc. Service Bulletin

(SB) No. 202, dated January 5, 1995. If any

clamp screws are loose (i.e., screws turn

when applying torque in a clockwise

rotation) or broken, remove propeller and

send to an authorized repair station for

disassembly and inspection in accordance

with paragraph (b) of this AD prior to further

flight.

(b) For affected propellers whose time

since last blade dye penetrant inspection or

compliance with AD 73–02–01 is unknown,

within the next 10 hours TIS after the

effective date of this AD, accomplish the

following:

(1) Disassemble, perform a dye penetrant

inspection of the blade shank, perform

compressive rolling of the blade shank, and

replace clamp socket screws with Part

Number (P/N) A–321 clamp socket screws in

accordance with Procedure No. 2 of Hartzell

Propeller Inc. SB No. 202, dated January 5,

1995. If cracks are found during a dye

penetrant inspection of the blade shank,

replace with a serviceable blade that has been

compressively rolled in the blade shank.

(2) At intervals not to exceed 500 hours TIS

since last inspection, repeat paragraph (b)(1)

of this AD. The P/N A–321 clamp screws are

to be used one time only and are to be

replaced with new screws each time the

propeller blade clamp is disassembled.

(c) For affected propellers whose time

since last blade dye penetrant inspection or

compliance with AD 73–02–01 is greater than

275 hours TIS, within the next 25 hours TIS

after the effective date of this AD, accomplish

paragraphs (b)(1) and (b)(2) of this AD.

(d) For affected propellers whose time

since last blade dye penetrant inspection or

compliance with AD 73–02–01 is less than or

equal to 275 hours TIS, prior to reaching 300

hours TIS since last blade dye penetrant

inspection or compliance with AD 73–02–01,

accomplish paragraphs (b)(1) and (b)(2) of

this AD.

(e) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Chicago

Aircraft Certification Office. The request

should be forwarded through an appropriate

FAA Maintenance Inspector, who may add

comments and then send it to the Manager,

Chicago Aircraft Certification Office.

Note: Information concerning the existence

of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Chicago

Aircraft Certification Office.

(f) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the aircraft to

a location where the requirements of this AD

can be accomplished. Special flight permits

should not be issued if loose or broken

screws are found.

(g) The actions required by this AD shall

be done in accordance with the following

Hartzell Propeller Inc. SB:

Document No. SB No. 202.

Pages: 1–5.

Date: January 5, 1995.

Total pages: 5.

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 Hartzell Propeller Inc., One Propeller

Place, Piqua, OH 45356–2634; telephone

(513) 778–4200, fax (513) 778–4391. Copies

may be inspected at the FAA, New England

Region, Office of the Assistant Chief Counsel,

12 New England Executive Park, Burlington,

MA; or at the Office of the Federal Register,

800 North Capitol Street, NW., suite 700,

Washington, DC.

(h) This amendment becomes effective on

June 12, 1995.

Issued in Burlington, Massachusetts, on

May 17, 1995.

James C. Jones,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–12825 Filed 5–24–95; 2:35 pm]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–SW–08–AD; Amendment

39–9247; AD 95–11–14]

Airworthiness Directives; Bell

Helicopter Textron, Inc. Model 206A,

206B, 206L, 206L–1, 206L–3, and 206L–

4 Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to Bell Helicopter Textron,

Inc. Model 206A, 206B, 206L, 206L–1,

206L–3, and 206L–4 helicopters, that

requires removal and replacement of

certain crosstube assemblies

(crosstubes). This amendment is

prompted by two accidents attributed to

crosstube failures and 27 field reports

that indicated corrosion or metal fatigue

may cause a failure of the affected

crosstubes. The actions specified by this

AD are intended to prevent failure of the

crosstubes and subsequent loss of

control of the helicopter.

DATE: Effective June 30, 1995.

FOR FURTHER INFORMATION CONTACT: Mr.

Tony Nguyen, Aerospace Engineer,

FAA, Rotorcraft Directorate, Rotorcraft

Certification Office, Fort Worth, Texas

76193–0170, telephone (817) 222–5177,

fax (817) 222–5959.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to Bell Helicopter

Textron, Inc. Model 206A, 206B, 206L,

206L–1, 206L–3, and 206L–4 helicopters

was published in the Federal Register

on November 14, 1994 (59 FR 56438).

That action proposed to require removal

and replacement of certain crosstubes

within the next 90 calendar days.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the one

comment received.

The commenter states that the FAA

should require an annual skid gear

inspection rather than requiring the

more costly replacement of the

crosstubes. The FAA does not concur.

The FAA has determined that, due to

the location of the potential crack and

the speed at which a crack could

propagate, an annual inspection would

not be a sufficient interval to detect a

potentially critical crack. The economic

impact of a repetitive inspection at an

interval short enough to detect the crack

would have a greater adverse economic

impact on owners/operators than the