24684 Federal Register / Vol. 61, No. 96 / Thursday, May 16, 1996 / Rules and Regulations

Note 14: The modifications required by

paragraphs (d) and (e) of this AD do not

terminate the inspection requirements of any

other AD unless that AD specifies that any

such modification constitutes terminating

action for those specified inspection

requirements.

(f) For Model DC–9–10, –20, –30, –40, –50,

and C–9 (military) series airplanes: Prior to

the accumulation of 100,000 total landings,

accomplish the modifications specified in

McDonnell Douglas DC–9 Service Bulletin

53–230, Revision 1, dated January 12, 1993.

Accomplishment of these modifications

constitute terminating action for the

inspections required by AD 88–24–08 R2,

amendment 39–6469.

(g) The McDonnell Douglas service

bulletins that are listed below, are addressed

in the following separate rulemaking actions.

Therefore, the actions specified in these

service bulletins that are referenced in the

following tables of SARD, Revision A or

Revision B, are excluded from the

requirements of this AD.

Table(s) McDonnell Douglas Service Bulletin AD No. Amendment

No.

3.1 ............ DC–9 Service Bulletin 54–30 .................................................................................................................... 77–14–19 39–2971

2.1 ............ DC–9 Service Bulletin 27–196 .................................................................................................................. 92–11–10 39–8260

2.1 ............ DC–9 Service Bulletin 27–250 .................................................................................................................. 92–11–10 39–8260

2.1 and 2.2 MD–80 Service Bulletin 53–186 ................................................................................................................ 94–08–04 39–8875

2.2 ............ MD–80 Service Bulletin 53–216 ................................................................................................................ 94–08–04 39–8875

2.1 ............ DC–9 Service Bulletin 57–125 .................................................................................................................. 96–01–05 39–9481

2.3 ............ DC–9 Service Bulletin 57–148 .................................................................................................................. 96–01–05 39–9481

(h) 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, Los

Angeles Aircraft Certification Office (ACO),

FAA, Transport Airplane Directorate.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Los Angeles ACO.

Note 15: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(i) Alternative methods of compliance

previously granted for AD 90–18–03,

amendment 39–6701, continue to be

considered as acceptable alternative methods

of compliance for the relevant provisions of

this amendment.

(j) 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 airplane to

a location where the requirements of this AD

can be accomplished.

(k) The inspections and modifications shall

be done in accordance with ‘‘DC–9/MD–80

Aging Aircraft Service Action Requirements

Document,’’ McDonnell Douglas Report No.

MDC K1572, Revision A, dated June 1, 1990;

and in accordance with ‘‘DC–9/MD–80 Aging

Aircraft Service Action Requirements

Document,’’ McDonnell Douglas Report No.

MDC K1572, Revision B, dated January 15,

1993, which contains the following list of

effective pages:

Page No.

Revision

letter

shown on

page

Date shown on

page

List of Effective

Pages.

B January 15,

1993.

Pages xi and xii.

The incorporation by reference of ‘‘DC–9/

MD–80 Aging Aircraft Service Action

Requirements Document,’’ McDonnell

Douglas Report No. MDC K1572, Revision A,

dated June 1, 1990, was approved previously

by the Director of the Federal Register in

accordance with 5 U.S.C. 552(a) and 1 CFR

part 51 as of September 24, 1990 (55 FR

34704, August 24, 1990). The incorporation

by reference of ‘‘DC–9/MD–80 Aging Aircraft

Service Action Requirements Document,’’

McDonnell Douglas Report No. MDC K1572,

Revision B, dated January 15, 1993, is

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 McDonnell Douglas Corporation, 3855

Lakewood Boulevard, Long Beach, California

90846, Attention: Technical Publications

Business Administration, Department C1–

L51 (2–60). Copies may be inspected at the

FAA, Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington; or at

the FAA, Transport Airplane Directorate, Los

Angeles Aircraft Certification Office, 3960

Paramount Boulevard, Lakewood, California

90712; or at the Office of the Federal Register,

800 North Capitol Street, NW., suite 700,

Washington, DC.

(l) This amendment becomes effective on

June 20, 1996.

Issued in Renton, Washington, on May 8,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–12020 Filed 5–15–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–CE–20–AD; Amendment 39–

9619; AD 96–10–12]

RIN 2120–AA64

Airworthiness Directives; Aviat

Aircraft, Inc. Models S–1S, S–1T, S–2,

S–2A, S–2S, and S–2B Airplanes

(Formerly Known as Pitts Models S–

1S, S–1T, S–2, S–2A, S–2S, and S–2B

Airplanes)

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to Aviat Aircraft, Inc. (Aviat)

Models S–1S, S–1T, S–2, S–2A, S–2S,

and S–2B airplanes that are equipped

with a flight control stick with a wall

thickness of .035 inch. This action

requires repetitively inspecting the

flight control stick for cracks, and

replacing any cracked flight control

stick with one with a wall thickness of

.058 inch. An incident on an Aviat

Model S–2A airplane where the flight

control stick fractured in flight

prompted this action. The actions

specified by this AD are intended to

prevent the inability to maneuver the

airplane because of a cracked flight

control stick, which, if not detected and

corrected, could result in loss of control

of the airplane.

DATES: Effective June 7, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 7,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

July 19, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Central Region,

Office of the Assistant Chief Counsel,

Attention: Rules Docket 96–CE–20–AD,

Room 1558, 601 E. 12th Street, Kansas

City, Missouri 64106.

Service information that applies to

this AD may be obtained from Aviat

Aircraft, Inc., The Airport-Box 1240,

South Washington Street, Afton,

Wyoming 83110. This information may

also be examined at the Federal

Aviation Administration (FAA), Central

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket 96–

CE–20–AD, Room 1558, 601 E. 12th

Street, Kansas City, Missouri 64106; or
Federal Register / Vol. 61, No. 96 / Thursday, May 16, 1996 / Rules and Regulations 24685

at the Office of the Federal Register, 800

North Capitol Street NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Mr.

Roger Caldwell, Aerospace Engineer,

FAA, Denver Aircraft Certification

Office, 5440 Roslyn Street, suite 133,

Denver, Colorado 80216; telephone

(303) 286–5683; facsimile (303) 286–

5689.

SUPPLEMENTARY INFORMATION:

Events Leading to This Action

The FAA has received a report of the

flight control stick fracturing in flight on

an Aviat Model S–2A airplane. Analysis

of the fractured flight control stick

revealed fatigue cracking at the upper

weld above the pivot bearing. The flight

control stick in the referenced incident

had a wall thickness of .035-inch. If not

detected and corrected, a cracked flight

control stick could result in the inability

to maneuver the airplane with

subsequent loss of control of the

airplane.

Aviat has issued Service Bulletin (SB)

No. 23, dated March 29, 1996, which

specifies procedures for (1) Inspecting,

using dye penetrant methods, the .035-

inch wall thickness flight control stick;

and (2) installing a flight control stick

with a wall thickness of .058 inch.

The affected airplane had

accumulated 2,015 hours time-inservice (TIS) when the incident

occurred. The FAA has determined that

cracking in this area can develop after

1,000 hours TIS accumulated on a .035-

inch wall thickness flight control stick.

All Model S–2A airplanes and some

Model S–2S airplanes were equipped

with a .035-inch wall thickness flight

control stick at manufacture. Models S–

1S, S–1T, S–2, S–2B and certain Model

S–2S airplanes were manufactured with

control sticks with a wall thickness

greater than .035 inch, but could have

.035-inch flight control sticks installed

through FAA-approved field

modification.

After examining the circumstances

and reviewing all available information

related to the incident described above,

the FAA has determined that (1) flight

control sticks with a wall thickness of

.035 inch should be repetitively

inspected for cracking after 1,000 hours

TIS; and (2) AD action should be taken

to prevent the inability to maneuver the

airplane because of a cracked flight

control stick, which, if not detected and

corrected, could result in loss of control

of the airplane.

Explanation of the Provisions of the AD

Since an unsafe condition has been

identified that is likely to exist or

develop in other Aviat S–1S, S–1T, S–

2, S–2A, S–2S, and S–2B airplanes of

the same type design that are equipped

with a .035-inch wall thickness flight

control stick, this AD requires

repetitively inspecting the affected flight

control stick for cracks, and replacing

any cracked flight control stick with one

with a wall thickness of .058 inch. This

action also allows the option of

installing a .058-inch wall thickness

flight control stick as terminating action

for the repetitive inspection requirement

if cracks were not found.

Accomplishment of the required actions

are in accordance with Aviat SB No. 23,

dated March 29, 1996.

Since a situation exists (possible

inability to maneuver the airplane with

subsequent loss of control of the

airplane) that requires the immediate

adoption of this regulation, it is found

that notice and opportunity for public

prior 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 immediate flight safety and,

thus, was not preceded by notice and

opportunity to 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

above. 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 No. 96–CE–20–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

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

(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, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding a new airworthiness directive

(AD) to read as follows:

96–10–12 Aviat Aircraft, Inc.: Amendment

39–9619; Docket No. 96–CE–20–AD.

Applicability: Models S–1S, S–1T, S–2, S–

2A, S–2S, and S–2B airplanes (formerly

known as Pitts Models S–1S, S–1T, S–2, S–

2A, S–2S, and S–2B airplanes), all serial

numbers, certificated in any category, that are
24686 Federal Register / Vol. 61, No. 96 / Thursday, May 16, 1996 / Rules and Regulations

equipped with a flight control stick with a

wall thickness of .035 inch.

Note 1: All Model S–2A airplanes and

some Model S–2S airplanes were equipped

with a .035-inch wall thickness flight control

stick at manufacture. Models S–1S, S–1T, S–

2, S–2B and certain Model S–2S airplanes

were manufactured with control sticks with

a wall thickness greater than .035 inch, but

could have .035-inch flight control sticks

installed through FAA-approved field

modification.

Note 2: This AD applies to each airplane

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

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 (d) 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 the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required initially upon

accumulating 1,000 hours time-in-service

(TIS) or within the next 25 hours TIS after

the effective date of this AD, whichever

occurs later, unless already accomplished,

and thereafter as indicated in the body of this

AD.

To prevent the inability to maneuver the

airplane because of a cracked control stick,

which, if not detected and corrected, could

result in loss of control of the airplane,

accomplish the following:

(a) Inspect, using dye penetrant methods,

the .035-inch wall thickness flight control

stick for cracking in accordance with the

ACCOMPLISHMENT INSTRUCTIONS

section of Aviat Service Bulletin (SB) No. 23,

dated March 29, 1996.

Note 3: Aviat SB No. 23, dated March 29,

1996, only references the Model S–2A

airplanes. The procedures included in this

service bulletin should be utilized for all of

the airplanes affected by this AD.

(1) If cracking is found, prior to further

flight, replace the .035-inch wall thickness

flight control stick with one with a .058 inch

wall thickness in accordance with the

ACCOMPLISHMENT INSTRUCTIONS

section of Aviat SB No. 23, dated March 29,

1996.

(2) If no cracks are found, reinspect at

intervals not to exceed 50 hours TIS. If

cracking is found during any repetitive

inspection, prior to further flight, accomplish

the replacement specified in paragraph (a)(1)

of this AD.

(b) Replacing the .035-inch wall thickness

flight control stick with one with a .058-inch

wall thickness in accordance with the

ACCOMPLISHMENT INSTRUCTIONS

section of Aviat SB No. 23, dated March 29,

1996, is considered terminating action for the

repetitive inspection requirement of this AD.

This replacement may be accomplished at

any time, and must be accomplished prior to

further flight if cracking is found as required

by paragraph (a)(1) of this AD.

(c) 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 airplane to

a location where the requirements of this AD

can be accomplished.

(d) 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, Denver Aircraft Certification Office,

5440 Roslyn Street, suite 133, Denver,

Colorado 80216. The request shall be

forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Denver ACO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Denver ACO.

(e) The inspection and replacement (if

necessary) required by this AD shall be done

in accordance with Aviat Service Bulletin

No. 23, dated March 29, 1996. 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 Aviat

Aircraft, Inc., The Airport-Box 1240, South

Washington Street, Afton, Wyoming 83110.

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.

(f) This amendment (39–9619) becomes

effective on June 7, 1996.

Issued in Kansas City, Missouri, on May 8,

1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–12137 Filed 5–15–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–191–AD; Amendment

39–9623; AD 96–10–16]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas MD–11 Series Airplane

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model MD–11 series airplanes,

that requires inspections to detect

damage of the sidewall vent box

diaphragms, and repair, if necessary.

This amendment also requires the

eventual installation of stops on the

vent box diaphragm, which terminates

the inspection requirements of the AD.

This amendment is prompted by reports

of damage to sidewall vent box

diaphragms, which can result in nonfunctional diaphragms during a rapid

decompression. The actions specified by

this AD are intended to prevent

buckling of the floor beams due to

insufficient air flow of the cabin

sidewall vent box diaphragms during

rapid decompression, and consequent

reduction in the controllability of the

airplane.

DATES: Effective June 20, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 20,

1996.

ADDRESSES: The service information

referenced in this AD may be obtained

from McDonnell Douglas Corporation,

3855 Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Department C1–L51 (2–60). This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue SW., Renton,

Washington; or at the FAA, Los Angeles

Aircraft Certification Office, Transport

Airplane Directorate, 3960 Paramount

Boulevard, Lakewood, California; or at

the Office of the Federal Register, 800

North Capitol Street NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Andrew Gfrerer, Aerospace Engineer,

Systems and Equipment Branch, ANM–

130L, FAA, Los Angeles Aircraft

Certification Office, 3960 Paramount

Boulevard, Lakewood, California 90712;

telephone (310) 627–5338; fax (310)

627–5210.

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

certain McDonnell Douglas Model MD–

11 series airplanes was published in the

Federal Register on February 21, 1996

(61 FR 6581). That action proposed to

require repetitive inspections to detect

damage of the sidewall vent box

assemblies. Initially, that action

proposed to permit continued flight if

only a certain number of assembleis are

found to be damaged. However, once

that number is exceeded, the damaged

assemblies would be required to be

modified, prior to further flight, until

the remaining number of damaged

assemblies does not exceed a certain

number. That amendment also proposed

to require the eventual installation of

stop pads for all vent box diaphragms

and reidentification of the assemblies,