29468 Federal Register / Vol. 61, No. 113 / Tuesday, June 11, 1996 / Rules and Regulations

making of this amendment. Due

consideration has been given to the

single comment received.

The commenter supports the

proposed rule.

Conclusion

After careful review of the available

data, including the comment noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

The FAA estimates that 18 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 20

work hours per airplane to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Required parts will cost approximately

$950 per airplane. Based on these

figures, the cost impact of the AD on

U.S. operators is estimated to be

$38,700, or $2,150 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

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.

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–12–14 Fokker: Amendment 39–9657.

Docket 92–NM–71–AD.

Applicability: Model F28 Mark 0100 series

airplanes; serial numbers 11244 through

11286 inclusive, 11289, 11290 through 11293

inclusive, 11295, 11297, 11300, 11303,

11306, 11308, 11310, and 11312; certificated

in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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 (b) 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 as indicated, unless

accomplished previously.

To prevent reduced structural capability of

the wing and fuel leakage, accomplish the

following:

(a) Prior to the accumulation of 12,000 total

landings, or within 60 days after the effective

date of this AD, whichever occurs later,

reinforce the lower right-hand wing skin at

the fueling adapter by installing a new

stringer and new internal and external

doubler plates, in accordance with Fokker

Service Bulletin SBF100–57–008, Revision 2,

dated September 22, 1995.

Note 2: Accomplishment of the

reinforcement in accordance with Fokker

Service Bulletin SBF100–57–008, Revision 1,

dated March 29, 1992, prior to the effective

date of this AD is acceptable for compliance

with the requirement of paragraph (a) of this

AD.

(b) 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,

Standardization Branch, ANM–113, 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, Standardization

Branch, ANM–113.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(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) The reinforcement shall be done in

accordance with Fokker Service Bulletin

SBF100–57–008, Revision 2, dated

September 22, 1995. 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 Fokker Aircraft USA, Inc.,

1199 North Fairfax Street, Alexandria,

Virginia 22314. Copies may be inspected 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.

(e) This amendment becomes effective on

July 16, 1996.

Issued in Renton, Washington, on May 31,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–14225 Filed 6–10–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–CE–14–AD; Amendment 39–

9666; AD 96–12–23]

RIN 2120–AA64

Airworthiness Directives; Cessna

Aircraft Company 150 and A150 Series

and Models 152 and A152 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to Cessna Aircraft Company

(Cessna) 150 and A150 series and

Models 152 and A152 airplanes that

have a Bush Conversions, Inc., Short

Takeoff and Landing (STOL) kit

incorporated in accordance with

Supplemental Type Certificate (STC)

SA1371SW. This action requires

measuring the wing stall fence for

maximum height, and installing a

smaller fence if the fence exceeds the

maximum height of 1.28 inches. An

accident of a Cessna Model 152 airplane

where the STOL kit adversely affected

the airplane’s stall characteristics

prompted this action. The actions
Federal Register / Vol. 61, No. 113 / Tuesday, June 11, 1996 / Rules and Regulations 29469

specified by this AD are intended to

prevent the airplane from entering a

stall condition because of improper

wing stall fence height, which could

result in loss of control of the airplane.

EFFECTIVE DATE: July 31, 1996.

ADDRESSES: Figure 1 of the proposed AD

may be obtained from the Wichita

Aircraft Certification Office, FAA, 1801

Airport Road, Mid-Continent Airport,

Wichita, Kansas 67209; and may be

examined at the Federal Aviation

Administration (FAA), Central Region,

Office of the Assistant Chief Counsel,

Attention: Rules Docket 95–CE–14–AD,

Room 1558, 601 E. 12th Street, Kansas

City, Missouri 64106.

FOR FURTHER INFORMATION CONTACT: Mr.

Larry Engler, Aerospace Engineer,

Wichita Aircraft Certification Office,

FAA, 1801 Airport Road, Mid-Continent

Airport, Wichita, Kansas 67209;

telephone (316) 946–4122; facsimile

(316) 946–4407.

SUPPLEMENTARY INFORMATION:

Events Leading to the AD

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to include an AD that would

apply to Cessna 150 and A150 series

and Models 152 and A152 airplanes that

have a Bush Conversions, Inc., Short

Takeoff and Landing (STOL) kit

incorporated in accordance with

Supplemental Type Certificate (STC)

SA1371SW was published in the

Federal Register on July 12, 1995 (60 FR

35873). The action proposed to require

measuring the wing stall fence for

maximum height, and installing a

smaller fence if the fence exceeds the

maximum height of 1.28 inches. Figure

1 of the proposal includes information

for inspecting the stall fence height. An

accident of a Cessna Model 152 airplane

where the STOL kit adversely affected

the airplane’s stall characteristics

prompted the proposal.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Comment Resolution

Cessna states that the AD should be

written against Bush Conversions, Inc.,

instead of the Cessna Aircraft Company.

Cessna believes this because Bush

Conversions, Inc., is the owner of the

STC that the STOL kit is incorporated

in accordance with and Cessna has no

approval on the components that are

affected by the proposal. The FAA

partially concurs. While Cessna does

not hold approval for the STC, the STC

was approved to only be incorporated

on Cessna 150 and A150 series and

Models 150 and A150 airplanes;

therefore, the unsafe condition can only

exist on these airplanes. Because the

unsafe condition referenced by the

proposal can only exist on those

affected Cessna models that have the

referenced STC incorporated, the AD is

written against Cessna 150 and A150

series and Models 152 and A152

airplanes that have a Bush Conversions,

Inc. STOL kit incorporated in

accordance with STC SA1371SW.

Another commenter opposes the

proposal because of no adverse personal

service experience. This commenter

states that he has in excess of 1,500

hours time-in-service of flight

instruction in a Cessna 150 with the

affected Bush Conversions, Inc. STOL

kit incorporated, and he has had no

adverse service experience during this

time. The FAA does not concur that the

proposal should be withdrawn based on

this commenter’s extensive safe service

experience. The FAA does not issue

AD’s based on whether the unsafe

condition currently exists on all

airplanes, but rather on when a

condition ‘‘could exist or develop on an

airplane of the same type design.’’ In

addition, the FAA found that the

commenter’s airplane has a different

Bush STC incorporated than that

affected by the proposal. No changes

have been made to the final rule as a

result of this comment.

No comments were received regarding

the FAA’s determinination of the cost

impact on the public.

Conclusion

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.

Cost Impact

The FAA estimates that 25 of the

Cessna 150 and A150 series and Models

152 and A152 airplanes in the U.S.

registry incorporate the affected Bush

Conversions, Inc. STOL kit, that it will

take approximately 8 workhours per

airplane to inspect the stall fences, and

that the average labor rate is

approximately $60 an hour. Based on

these figures, the total cost impact of

this AD on U.S. operators is estimated

to be $12,000. This figure is based upon

the assumption that no affected airplane

owner/operator has inspected the STOL

fence for correct height. The FAA has no

way of determining how many owners/

operators of the affected airplanes have

accomplished the required inspection.

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.

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, 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:

96–12–23 The Cessna Aircraft Company:

Amendment 39–9666; Docket No. 95–

CE–14–AD.

Applicability: The following airplane

models (all serial numbers), certificated in

any category, that have a Bush Conversions,

Inc., Short Takeoff and Landing (STOL) kit

incorporated in accordance with

Supplemental Type Certificate (STC)

SA1371SW: 150, 150A, 150B, 150C, 150D,
29470 Federal Register / Vol. 61, No. 113 / Tuesday, June 11, 1996 / Rules and Regulations

150E, 150F, 150G, 150H, 150J, 150K, A150K,

150L, A150L, 150M, A150M, 152, A152.

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 (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 within the next 100

hours time-in-service after the effective date

of this AD, unless already accomplished.

To prevent the airplane operator from

entering a stall condition because of

improper wing stall fence height, which, if

not detected and corrected, could result in

loss of control of the airplane, accomplish the

following:

(a) Measure the height of the wing stall

fence at its trailing edge to ensure that the

height does not exceed 1.28 inches. (See

Figure 1 of this AD).

(b) If the wing stall fence height exceeds

1.28 inches, prior to further flight, install a

smaller fence in accordance with instructions

obtained from the Wichita Aircraft

Certification Office (ACO), FAA, 1801

Airport Road, Mid-Continent Airport,

Wichita, Kansas 67209.

Note 2: Mid-America Drawing No. 1001

(part of STC SA1371SW) is included as

Figure 1 of this AD for reference purposes.

BILLING CODE 4910–13–U
Federal Register / Vol. 61, No. 113 / Tuesday, June 11, 1996 / Rules and Regulations 29471

BILLING CODE 4910–13–C
29472 Federal Register / Vol. 61, No. 113 / Tuesday, June 11, 1996 / Rules and Regulations

(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 compliance times that

provides an equivalent level of safety may be

approved by the Manager, Wichita ACO, 801

Airport Road, Mid-Continent Airport,

Wichita, Kansas 67209. The request shall be

forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Wichita ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

(e) Figure 1 of this AD may be obtained

from the Wichita ACO at the address

specified in paragraph (d) of this AD; and

may be examined at the FAA, Central Region,

Office of the Assistant Chief Counsel, Room

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

Missouri 64106.

(f) This amendment (39–9666) becomes

effective on July 31, 1996.

Issued in Kansas City, Missouri, on June 3,

1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–14632 Filed 6–10–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 95–AGL–21]

Establishment of Class D Airspace;

Minneapolis, Anoka, MN

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action establishes Class

D airspace at Anoka County-Blaine

Airport, Anoka, MN. Class D airspace is

needed during the specific times that

the Anoka County-Blaine Air Traffic

Control Tower (ATCT) is in operation.

The intended affect of this action is to

provide segregation of aircraft using

instrument approach procedures in

instrument conditions from other

aircraft operating in visual weather

conditions.

EFFECTIVE DATE: 0901 UTC, August 15,

1996.

FOR FURTHER INFORMATION CONTACT:

John A. Clayborn, Air Traffic Division,

Operations Branch, AGL–530, Federal

Aviation Administration, 2300 East

Devon Avenue, Des Plaines, Illinois

60018, telephone (847) 294–7568.

SUPPLEMENTARY INFORMATION:

History

On Wednesday, March 6, 1996, the

FAA proposed to amend part 71 of the

Federal Aviation Regulations (14 CFR

part 71) to establish Class D airspace at

Anoka County-Blaine Airport, Anoka

MN (61 FR 8900).

Interested parties were invited to

participate in this rulemaking

proceeding by submitting written

comments on the proposal to the FAA.

No comments objecting to the proposal

were received. Class D airspace

designations for which all aircraft

operators are subject to operating rules

and equipment requirements of Part 91

of the Federal Aviation Regulations, are

published in paragraph 5000 of FAA

Order 7400.9C dated August 17, 1995,

and effective September 16, 1995, which

is incorporated by reference in 14 CFR

71.1. The Class D airspace designation

listed in this document will be

published subsequently in the Order.

The Rule

This amendment to part 71 of the

Federal Aviation Regulations (14 CFR

part 71) establish Class D airspace at

Anoka County-Blaine Airport, Anoka,

MN, Class D airspace is needed during

the specific times that the Anoka

County-Blaine Air Traffic Control Tower

(ATCT) is in operation. The area will be

depicted on appropriate aeronautical

charts thereby enabling pilots to

circumnavigate the area or otherwise

comply with IFR procedures.

The FAA has determined that this

regulation only involves an established

body of technical regulations for which

frequent and routine amendments are

necessary to keep them operationally

current. Therefore, this regulation—(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)

does not warrant preparation of a

Regulatory Evaluation as the anticipated

impact is so minimal. Since this is a

routine matter that will only affect air

traffic procedures and air navigation, it

is certified that this rule will not have

a significant economic impact on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

Adoption of the Amendment

In consideration of the foregoing, the

Federal Aviation Administration

amends 14 CFR part 71 as follows:

PART 71—[AMENDED]

1. The authority citation for 14 CFR

part 71 continues to read as follows:

Authority: 49 U.S.C. 106(g), 40103, 40113,

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389; 14 CFR 11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9C, Airspace

Designations and Reporting Points,

dated August 17, 1995, and effective

September 16, 1995, is amended as

follows:

Paragraph 5000 General

* * * * *

AGL MN D Minneapolis, Anoka, MN [New]

Minneapolis, Anoka County-Blaine Airport,

MN

(Lat. 45°08′41.6′′ N, long. 93°12′39.8′′ W

That airspace extending upward from the

surface to and including 3400 feet MSL

within a 3.9-mile radius of Anoka CountyBlaine Airport. This Class D airspace area is

effective during the specific dates and times

established in advance by a Notice of

Airmen. The effective dates and times will

thereafter be continuously published in the

Airport/Facility Directory.

* * * * *

Issued in Des Plaines, Illinois on May 20,

1996.

Maureen Woods,

Manager, Air Traffic Division.

[FR Doc. 96–14561 Filed 6–10–96; 8:45 am]

BILLING CODE 4910–13–M

14 CFR Part 71

[Docket No. 96–ACE–6]

Amendment to Class E Airspace,

Boone, IA

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Direct final rule; request for

comments.

SUMMARY: This action amends the Class

E airspace area at Boone Municipal

Airport, Boone, IA. The Federal

Aviation Administration has developed

a Standard Instrument Approach

Procedure (SIAP) based on the Global

Positioning System (GPS) which has

made this change necessary. The effect

of this rule is to provide additional

controlled airspace for aircraft executing

the new SIAP at Boone Municipal

Airport.

DATES: Effective August 30, 1996.