This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

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new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

31525

Vol. 66, No. 113

Tuesday, June 12, 2001

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–CE–23–AD; Amendment

39–12256; AD 2001–12–01]

RIN 2120–AA64

Airworthiness Directives; The New

Piper Aircraft, Inc. Models PA–46–

310P, PA–46–350P, and PA–46–500TP

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain The New Piper

Aircraft, Inc. (Piper) Models PA–46–

310P, PA–46–350P, and PA–46–500TP

airplanes. This AD requires you to

inspect the left and right inboard flap

drive bellcrank assemblies to ensure

that the welding is complete and

adequate and replace any assembly that

has incomplete or inadequate welding.

This AD is the result of reports of

several instances where the bellcrank in

the flap control system failed. The

actions specified by this AD are

intended to prevent failure of the flap

drive bellcrank assemblies caused by

incorrect or inadequate welding. Such

failure could cause the inability to

control the flaps and lead to reduced or

loss of control of the airplane.

DATES: This AD becomes effective on

June 29, 2001.

The Director of the Federal Register

approved the incorporation by reference

of certain publications listed in the

regulation as of June 29, 2001.

The Federal Aviation Administration

(FAA) must receive any comments on

this rule on or before July 27, 2001.

ADDRESSES: Submit comments in

triplicate to FAA, Central Region, Office

of the Regional Counsel, Attention:

Rules Docket No. 2001–CE–23–AD, 901

Locust, Room 506, Kansas City,

Missouri 64106.

You may get the service information

referenced in this AD from The New

Piper Aircraft, Inc., Customer Services,

2926 Piper Drive, Vero Beach, Florida

32960. You may examine this

information at FAA, Central Region,

Office of the Regional Counsel,

Attention: Rules Docket No. 2001–CE–

23–AD, 901 Locust, Room 506, 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.

Gunnar Berg, Aerospace Engineer, FAA,

Atlanta Aircraft Certification Office,

One Crown Center, 1895 Phoenix

Boulevard, Suite 450, Atlanta, Georgia

30349; telephone: (770) 703–6074;

facsimile: (770) 703–6097; e-mail

address: ‘‘Gunnar.Berg@faa.gov’’.

SUPPLEMENTARY INFORMATION:

Discussion

What events have caused this AD?

The FAA has received reports of several

instances where the bellcrank in the flap

control system failed on Piper Models

PA–46–310P, PA–46–350P, and PA–46–

500TP airplanes. Investigation of these

instances reveals that the inboard flap

drive bellcrank assemblies could have

incomplete or inadequate welding.

Specifically, the welding may not

completely encompass the

circumference of the tube-to-arm joint of

the assemblies.

These flap drive bellcrank assemblies

incorporate Piper part number (P/N)

82905–2 and P/N 82905–3.

What are the consequences if the

condition is not corrected? Failure of the

flap drive bellcrank assemblies, if not

detected and corrected, could cause the

inability to control the flaps and lead to

reduced or loss of control of the

airplane.

Is there service information that

applies to this subject? Piper has issued

Service Bulletin No. 1062, dated May

11, 2001. This service bulletin includes

procedures for inspecting the left and

right inboard flap drive bellcrank

assemblies to ensure that the welding is

complete and adequate.

This service bulletin also specifies

replacing any assembly that has

incomplete or inadequate welding in

accordance with the instructions in the

applicable maintenance manual.

The FAA’s Determination and an

Explanation of the Provisions of This

AD

What has FAA decided? The FAA has

reviewed all available information,

including the service information

referenced above, and determined that:

—The unsafe condition referenced in

this document exists or could develop

on other Piper Models PA–46–310P,

PA–46–350P, and PA–46–500TP

airplanes of the same type design;

—the actions specified in the

previously-referenced service

information should be accomplished

on the affected airplanes; and

—AD action should be taken in order to

correct this unsafe condition.

What does this AD require? This AD

requires you to inspect the left and right

inboard flap drive bellcrank assemblies

to ensure that the welding is complete

and adequate and replace any assembly

that has incomplete or inadequate

welding.

Will I have the opportunity to

comment prior to the issuance of the

rule? Because the unsafe condition

described in this document could result

in the inability to control the flaps and

lead to reduced or loss of control of the

airplane, FAA finds that notice and

opportunity for public prior comment

are impracticable. Therefore, good cause

exists for making this amendment

effective in less than 30 days.

Comments Invited

How do I comment on this AD?

Although this action is in the form of a

final rule and was not preceded by

notice and opportunity for public

comment, we invite your comments on

the rule. You may submit whatever

written data, views, or arguments you

choose. You need to include the rule’s

docket number and submit your

comments in triplicate to the address

specified under the caption ADDRESSES.

We will consider all comments received

on or before the closing date specified

above. We may amend this rule in light

of comments received. Factual

information that supports your ideas

and suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether we

31526 Federal Register / Vol. 66, No. 113 / Tuesday, June 12, 2001 / Rules and Regulations

need to take additional rulemaking

action.

Are there any specific portions of the

AD I should pay attention to? The FAA

specifically invites comments on the

overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. You may examine all

comments we receive before and after

the closing date of the rule in the Rules

Docket. We will file a report in the

Rules Docket that summarizes each FAA

contact with the public that concerns

the substantive parts of this AD.

We are reviewing the writing style we

currently use in regulatory documents,

in response to the Presidential

memorandum of June 1, 1998. That

memorandum requires federal agencies

to communicate more clearly with the

public. We are interested in your

comments on whether the style of this

document is clear, and any other

suggestions you might have to improve

the clarity of FAA communications that

affect you. You can get more

information about the Presidential

memorandum and the plain language

initiative at http://

www.plainlanguage.gov.

How can I be sure FAA receives my

comment? If you want us to

acknowledge the receipt of your

comments, you must include a selfaddressed, stamped postcard. On the

postcard, write ‘‘Comments to Docket

No. 2001–CE–23–AD.’’ We will date

stamp and mail the postcard back to

you.

Regulatory Impact

Does this AD impact various entities?

These regulations 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. Therefore, FAA

has determined that this final rule does

not have federalism implications under

Executive Order 13132.

Does this AD involve a significant rule

or regulatory action? 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

(otherwise, an evaluation is not

required). A copy of it, if filed, may be

obtained from the Rules 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 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 airworthiness directive (AD) to

read as follows:

2001–12–01 The New Piper Aircraft, Inc.:

Amendment 39–12256; Docket No.

2001–CE–23–AD.

(a) What airplanes are affected by this AD?

This AD applies to the following airplane

models and serial numbers, that are

certificated in any category:

Model Serial Nos.

PA–46–310P ................................... 46–8408001 through 46–8408087, 46–8508001 through 46–8508109, 46–8608001 through 46–8608067,

and 4608001 through 4608140.

PA–46–350P ................................... 4622001 through 4622200 and 4636001 through 4636313.

PA–46–500TP ................................. 4697001 through 4697020, 4697023, 4697024, 4697025, 4697027 through 4697037, 4697040 through

4697052, 4697054, 4697055, 4697058, and 4697059.

(b) Who must comply with this AD?

Anyone who wishes to operate one of the

affected airplanes must comply with this

AD.

(c) What problem does this AD address?

The actions specified by this AD are intended

to prevent failure of the flap drive bellcrank

assemblies caused by incorrect or inadequate

welding. Such failure could cause the

inability to control the flaps and lead to

reduced or loss of control of the airplane.

(d) What must I do to address this

problem? To address this problem, you must

accomplish the following actions:

Action Compliance time Procedures

Inspect in left and right inboard flap drive

bellcrank assemblies, Piper part number (P/

N) 82905–2 and P/N 82905–3, to ensure that

the welding is complete and adequate. Replace any assembly that has incomplete or

inadequate welding.

Inspect within the next 10 hours time-in-service (TIS) after June 29, 2001 (the effective

date of this AD). Replace as necessary

prior to further flight after the inspection

where incomplete or inadequate welding is

found.

Inspect in accordance with Piper Service Bulletin No. 1062, dated May 11, 2001. Replace in accordance with the applicable

maintenance manual, as referenced in the

service bulletin.

(2) Do not install any inboard flap drive

bellcrank assembly, Piper P/N 82905–2 or P/

N 82905–3, unless you have ensured that

the welding is complete and adequate.

As of June 29, 2001 (the effective date of this

AD).

Ensure that the welding is complete and adequate in accordance with Piper Service Bulletin No. 1062, dated May 11, 2001.

(e) Can I comply with this AD in any other

way? You may use an alternative method of

compliance or adjust the compliance time if:

(1) Your alternative method of compliance

provides an equivalent level of safety; and

(2) The Manager, Atlanta Aircraft

Certification Office, approves your

alternative. Send your request through an

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, Atlanta Aircraft Certification

Office.

Note: This AD applies to each airplane

identified in paragraph (a) of this AD,

regardless of whether it has been modified,

Federal Register / Vol. 66, No. 113 / Tuesday, June 12, 2001 / Rules and Regulations 31527

altered, or repaired in the area subject to the

requirements of this AD. For airplanes that

have been modified, altered, or repaired so

that the performance of the requirements of

this AD is affected, the owner/operator must

request approval for an alternative method of

compliance in accordance with paragraph (e)

of this AD. The request should include an

assessment of the effect of the modification,

alteration, or repair on the unsafe condition

addressed by this AD; and, if you have not

eliminated the unsafe condition, specific

actions you propose to address it.

(f) Where can I get information about any

already-approved alternative methods of

compliance? You can contact Mr. Gunnar

Berg, Aerospace Engineer, FAA, Atlanta

Aircraft Certification Office, One Crown

Center, 1895 Phoenix Boulevard, Suite 450,

Atlanta, Georgia 30349; telephone: (770) 703–

6074; facsimile: (770) 703–6097; e-mail

address: ‘‘Gunnar.Berg@faa.gov’’.

(g) What if I need to fly the airplane to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your airplane to a location

where you can accomplish the requirements

of this AD. Use of flaps for this flight is

prohibited.

(h) Are any service bulletins incorporated

into this AD by reference? Actions required

by this AD must be done in accordance with

Piper Service Bulletin No. 1062, dated May

11, 2001. The Director of the Federal Register

approved this incorporation by reference

under 5 U.S.C. 552(a) and 1 CFR part 51. You

can get copies from The New Piper Aircraft,

Inc., 2926 Piper Drive, Vero Beach, Florida

32960. You can look at copies at FAA,

Central Region, Office of the Regional

Counsel, 901 Locust, Room 506, Kansas City,

Missouri, or at the Office of the Federal

Register, 800 North Capitol Street, NW, suite

700, Washington, DC.

(i) When does this amendment become

effective? This amendment becomes effective

on June 29, 2001.

Issued in Kansas City, Missouri, on June 1,

2001.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 01–14450 Filed 6–11–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–118–AD; Amendment

39–12260; AD 2001–12–05]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–100, 747–200, 747–300, and

747SR Series Airplanes Powered by

General Electric CF6–45/50 and Pratt &

Whitney JT9D–70 Series Engines

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 Boeing Model 747–

100, 747–200, 747–300, and 747SR

series airplanes powered by General

Electric CF6–45/50 and Pratt & Whitney

JT9D–70 series engines. This action

requires a detailed visual inspection of

the outboard diagonal brace for heat

damage and cracking; and follow-on

repetitive inspections or corrective

actions, if necessary. This action also

provides an optional terminating action

for the requirements of this AD. This

action is necessary to detect and correct

heat damage to the diagonal brace,

which could cause cracking or fracture

of the diagonal brace, and possible loss

of the diagonal brace load path and

consequent separation of the strut and

engine from the airplane.

DATES: Effective June 27, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 27,

2001.

Comments for inclusion in the Rules

Docket must be received on or before

August 13, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2001–NM–

118–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3 p.m.,

Monday through Friday, except Federal

holidays. Comments may be submitted

via fax to (425) 227–1232. Comments

may also be sent via the Internet using

the following address: 9-anmiarcomment@faa.gov. Comments sent

via fax or the Internet must contain

‘‘Docket No. 2001–NM–118–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

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:

Tamara L. Anderson, Aerospace

Engineer, Airframe Branch, ANM–120S,

FAA, Seattle Aircraft Certification

Office, 1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2771; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received reports from two operators

who found heat damage to the forward

end of the diagonal brace on the

outboard struts of two Model 747 series

airplanes powered by General Electric

CF6–50 series engines. Both airplanes

had previously accomplished the strut/

wing modification required by AD 95–

13–07, amendment 39–9287 (60 FR

33336, June 28, 1995), which requires

the accomplishment of Boeing Alert

Service Bulletin 747–54A2158.

One operator reported that the sealant

backup plates were not reinstalled

during the accomplishment of Boeing

Alert Service Bulletin 747–54A2158. In

that case, the airplane had accumulated

approximately 371 flight cycles and

1,781 flight hours since the

accomplishment of the service bulletin.

Another operator reported using BMS

5–95 sealant to seal the area, instead of

using the higher heat-resistant BMS 5–

63 sealant. In that case, the airplane had

accumulated approximately 591 flight

cycles and 2,653 flight hours since

accomplishment of the service bulletin.

Further investigation revealed that the

use of BMS 5–95 sealant was specified

by Boeing Alert Service Bulletin 747–

54A2158, whereas BMS 5–63 sealant

was specified by Boeing Service

Bulletin 747–54A2117.

The manufacturer reports that

operating temperatures at the firewall

openings exceed the maximum service

temperature of BMS 5–95, which causes

that sealant to harden and disintegrate

at those operating temperatures. Heat

damage to the diagonal brace, if not

corrected, could result in cracking or

fracture of the diagonal brace, and

possible loss of the diagonal brace load

path and consequent separation of the

strut and engine from the airplane.