Federal Register / Vol. 61, No. 87 / Friday, May 3, 1996 / Rules and Regulations 19813

Models Serial numbers

PA28–235 ........................................................... 28–10001 through 28–11378, 28–7110001 through 28–7710089, and 28–E11.

PA28–236 ........................................................... 28–7911001 through 28–8611008 and 2811001 through 2811034.

PA28–201T ......................................................... 28–7921001 through 28–7921095.

PA28R–180 ......................................................... 28R–30001 through 28R–31270 and 28R–7130001 through 28R–7130013.

PA28R–200 ......................................................... 28R–35001 through 28R–35820 and 28R–7135001 through 28R–7635462.

PA28R–201 ......................................................... 28R–7737001 through 28R–7837319 and 2837001 through 2837059.

PA28R–201T ....................................................... 28R–7703001 through 28R–7803374 and 2803001 through 2803012.

PA28RT–201 ....................................................... 28R–7918001 through 28R–8218026.

PA28RT–201T .................................................... 28R–7931001 through 28R–8631005 and 2831001 through 2831038.

PA32–260 ........................................................... 32–1 through 32–1297 and 32–7100001 through 32–7800008.

PA32–300 ........................................................... 32–40000 through 32–40974 and 32–7140001 through 32–7940290.

PA32–301 ........................................................... 32–8006001 through 32–8406020.

PA32–301T ......................................................... 32–8024001 through 32–8424002.

PA32R–300 ......................................................... 32R–7680001 through 32R–7880068.

PA32RT–300 ....................................................... 32R–7885001 through 32R–7985105.

PA32RT–300T .................................................... 32R–7887001 through 32R–7987126.

PA32R–301 ......................................................... 32R–8013001 through 32R–8413024.

PA32R–301T ....................................................... 32R–8029001 through 32R–8429028.

PA34–200 ........................................................... 34–7250001 through 34–7450220.

PA34–200T ......................................................... 34–7570001 through 34–8170092.

PA34–220T ......................................................... 34–8133001 through 34–8233088.

PA44–180 ........................................................... 44–7995001 through 44–8195026 and 4495001 through 4495013.

PA44–180T ......................................................... 44–8107001 through 44–8107066.

Note 1: 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 (f) 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 upon the

accumulation of 2,000 hours time-in-service

(TIS) or within the next 100 hours TIS after

the effective date of this AD, whichever

occurs later, unless already accomplished.

Note 2: The compliance time specified in

this AD takes precedence over the

compliance time specified in the The New

Piper Aircraft Inc. (Piper) Service Bulletin

(SB) 965, dated September 1, 1993.

Note 3: The instructions in this AD do not

mirror the Piper service bulletin and

instructions in this AD take precedence over

the service bulletin instructions. This AD

will require installing the clevis bolt,

regardless of the condition of the current

part.

To prevent failure of the flap handle attach

bolt and sudden retraction of the flaps,

which, if not detected and corrected, could

result in loss of control of the airplane,

accomplish the following:

(a) Measure the cable mounting attach hole

diameter and enlarge the hole to .316 of an

inch diameter. If the diameter of the cable

mount attach hole is larger than .316 of an

inch, prior to further flight, replace the flap

lever handle (refer to the applicable

illustrated parts catalog for part number), in

accordance with the INSTRUCTIONS section

of Piper SB No. 965, dated September 1,

1993.

(b) Install a new bushing (using only Piper

Part Number (P/N) 63900–174) into the cable

mounting attach hole, in accordance with the

INSTRUCTIONS section of Piper SB No. 965,

dated September 1, 1993.

(c) Replace the flap lever handle attach bolt

with a new clevis bolt (Piper P/N 400 673 or

standard P/N AN23–11) in accordance with

the INSTRUCTIONS section of Piper SB No.

965, dated September 1, 1993.

(d) Inspect the washer, nut, and cotter pin,

and if damaged, prior to further flight,

replace washer (Piper P/N 407–564 or

standard P/N AN960–10), nut (Piper P/N

404–392 or standard P/N AN320–3), and

cotter pin (Piper P/N 424–051 or standard P/

N MS24665–132) as applicable in accordance

with the INSTRUCTIONS section of Piper SB

No. 965, dated September 1, 1993.

(e) 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.

(f) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, FAA, Atlanta

Aircraft Certification Office, Campus

Building, 1701 Columbia Avenue, suite 2–

160, College Park, Georgia 30337–2748. The

request shall be forwarded through an

appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Atlanta Aircraft Certification

Office.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta Aircraft

Certification Office.

(g) The inspections and replacements

required by this AD shall be done in

accordance with The New Piper Aircraft Inc.

Piper Service Bulletin No. 965, dated

September 1, 1993. 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 The New Piper Aircraft, Inc.,

Attn: Customer Service, 2629 Piper Dr., Vero

Beach, Florida 32960. Copies may be

inspected 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.

(h) This amendment (39–9608) becomes

effective on June 14, 1996.

Issued in Kansas City, Missouri, on April

26, 1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–10911 Filed 5–2–96; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 95–CE–51–AD; Amendment 39–

9606; AD 96–10–01]

RIN 2120–AA64

Airworthiness Directives; The New

Piper Aircraft, Inc. (Formerly Piper

Aircraft Corporation) Models PA–28–

140, PA–28–150, PA–28–160, and PA–

28–180 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain The New Piper

Aircraft, Inc. (Piper) Models PA–28–

140, PA–28–150, PA–28–160, and PA–

28–180 airplanes. This action requires a
19814 Federal Register / Vol. 61, No. 87 / Friday, May 3, 1996 / Rules and Regulations

complete landing light support

replacement. This AD action is

prompted by reports of two accidents

and two incidents resulting from the

landing light retainer support seal

breaking apart and entering the

carburetor. The actions specified by this

AD are intended to prevent the landing

light retainer support seal from being

ingested by the updraft carburetor,

which, if not detected and corrected,

could result in rough engine operation

or possible engine failure and loss of

control of the airplane.

DATES: Effective June 10, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 10,

1996.

ADDRESSES: Service information that

applies to this AD may be obtained from

The New Piper Aircraft, Inc., Attn:

Customer Service, 2926 Piper Dr., Vero

Beach, Florida 32960. This information

may also be examined at the Federal

Aviation Administration (FAA), Central

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket 95–

CE–51–AD, 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:

Juanita Craft-Lloyd, Aerospace Engineer,

FAA, Atlanta Aircraft Certification

Office, Campus Building, 1701

Columbia Avenue, suite 2–160, College

Park, Georgia 30337–2748; telephone

(404) 305–7373; facsimile (404) 305–

7348.

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

Piper Models PA–28–140, PA–28–150,

PA–28–160, and PA–28–180 airplanes

was published in the Federal Register

on October 5, 1995 (60 FR 52131). The

action proposed replacing the landing

light support and seal assembly.

Accomplishment of this action will be

in accordance with Piper Service

Bulletin (SB) No. 975, dated November

2, 1994.

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

and will not add any additional burden

upon the public than was already

proposed.

The FAA estimates that 16,440

airplanes in the U.S. registry will be

affected by this AD, that it would take

approximately 2 workhours per airplane

to accomplish the proposed action, and

that the average labor rate is

approximately $60 an hour. Parts cost

approximately $140 per airplane. Based

on these figures, the total cost impact of

this AD on U.S. operators is estimated

to be $4,274,400. This figure is based on

the assumption that all of the affected

airplanes have old landing light support

and seal assemblies and that none of the

owners/operators of the affected

airplanes have replaced the landing

light support and seal assemblies with

parts of improved design.

Piper has informed the FAA that parts

have been distributed to equip

approximately 850 airplanes. Assuming

that these distributed parts are

incorporated on the affected airplanes,

the cost of this AD will be reduced by

$221,000 from $4,274,400 to $4,053,400.

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 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. § 39.13 is amended by adding a

new airworthiness directive (AD) to

read as follows:

96–10–01. The New Piper Aircraft, Inc.

(formerly Piper Aircraft Corporation):

Amendment No. 39–9606; Docket No.

95–CE–51–AD.

Applicability: The following airplane

models and serial numbers, certificated in

any category:

Models Serial Numbers

PA–28–140 ......................................................... 28–20000 through 28–7725290.

PA–28–150, PA–28–160, and PA–28–180 ........ 28–1 through 28–7505259, and 28–E13.

Note 1: 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 (c) 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 within the next 100

hours time-in-service (TIS) after the effective

date of this AD, or upon replacement of the

landing light, whichever occurs first, unless

already accomplished.

Note 2: Early compliance is encouraged.

To prevent the landing light seal from

lodging in the carburetor, which, if not
Federal Register / Vol. 61, No. 87 / Friday, May 3, 1996 / Rules and Regulations 19815

detected and corrected, could result in rough

engine operation or possible engine failure

and possible loss of control of the airplane,

accomplish the following:

(a) Replace landing light support and seal

assembly in accordance with the

ACCOMPLISHMENT INSTRUCTIONS

section of Piper Service Bulletin No. 975,

dated November 2, 1994.

(b) 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.

(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, FAA, Atlanta

Aircraft Certification Office, Campus

Building, 1701 Columbia Avenue, suite 2–

160, College Park, Georgia 30337–2748. The

request shall be forwarded through an

appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Atlanta Aircraft Certification

Office.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta Aircraft

Certification Office.

(d) The replacements required by this AD

shall be done in accordance with The New

Piper Aircraft Inc. Piper Service Bulletin No.

975, dated November 2, 1994. 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 The

New Piper Aircraft, Inc., Attn: Customer

Service, 2926 Piper Dr., Vero Beach, Florida,

32960. 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 (39-9606) becomes

effective on June 10, 1996.

Issued in Kansas City, Missouri, on April

24, 1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–10913 Filed 5–2–96; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 95–CE–30–AD; Amendment 39–

9607; AD 96–10–02]

RIN 2120–AA64

Airworthiness Directives; HB

Flugtechnik GmbH Model HB–23/2400

Sailplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain HB Flugtechnik GmbH

(Flugtechnik) Model HB–23/2400

sailplanes. This action requires

inspecting (one time) the elevator

control push rod tube for dents or

bending and replacing the push rod

tube, if damaged, inspecting the elevator

control system for incorrect rigging, and

repetitively inspecting the threaded

adjustable extension joints in the push

rod to control lever connection for

cracks. If cracks are found, replacing the

threaded adjustable joints at both ends

of the push rod. Cracking of the

threaded adjustable extension joints and

incorrect rigging of the elevator control

system prompted this AD action. The

actions specified by this AD are

intended to prevent failure of the

elevator control system, which, if not

detected and corrected, could result in

possible loss of elevator control and loss

of the sailplane.

DATES: Effective June 12, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 12,

1996.

ADDRESSES: Service information that

applies to this AD may be obtained from

HB Flugtechnik GmbH, Dr. Adolf

Scharfstr, 42, PF 74, A–4053 Haid,

Austria, telephone 43.7229.80904. This

information may also be examined at

the Federal Aviation Administration

(FAA), Central Region, Office of the

Assistant Chief Counsel, Attention:

Rules Docket 95–CE–30–AD, 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, Sailplane Program

Officer, Small Airplane Directorate,

Airplane 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 HB

Flugtechnik GmbH (Flugtechnik) Model

HB–23/2400 sailplanes was published

in the Federal Register on October 13,

1995 (60 FR 53310). This action

proposed to require:

—Inspecting (one time) for bending and

dents on the elevator control push rod

tube, and replacing the elevator

control push rod tube, if damaged,

—Inspecting the clearance between the

elevator control lever and the elevator

control push rod, ensuring the

clearance remains at least 3 mm,

—Inspecting the threaded portion of the

adjustable push rod joints (located at

each end of the push rod) for fatigue

cracks and deformation, and if

cracked or damaged, (based on the

fatigue evaluation), replacing the

joints on both ends of the push rod.

—Repetitively inspecting, at intervals

not to exceed 500 hours, the threaded

portion of the adjustable push rod

joints for cracks or deformation, and

if cracked or damaged replacing the

joints as necessary.

Accomplishment of the proposed

action would be in accordance with HB

Flugtechnik GmbH service bulletins

(SB) HB–23/17/91 and HB–23/18/91,

both dated October 28, 1991.

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

and will not add any additional burden

upon the public than was already

proposed.

The FAA estimates that one sailplane

in the U.S. registry will be affected by

this AD, that it will take approximately

3 hours to accomplish the AD action,

and that the average labor rate is

approximately $60 an hour. Parts cost

approximately $70 per sailplane. Based

on these figures, the total cost impact of

this AD on the one U.S. operator is

estimated to be $250. This figure is

based on the assumption that the

affected owner/operator of the affected

sailplane has not incorporated the

modification or accomplished the

inspections. The FAA has no way of

determining the number of repetitive

inspections the owner/operator may

incur over the life of the sailplane.

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