Airworthiness Directives; Piper Aircraft, Inc. PA-28, PA-32, PA-34, and PA-44 Series Airplanes, 43809-43813 [2010-18012]
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Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act
(44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to MCAI EASA AD No. 2010–
0108–E, dated June 8, 2010, and Zak5ad
˙´
Szybowcowy ‘‘Jezow’’ Henryk Mynarski
Mandatory Bulletin BO–78–10–10, dated
June 7, 2010, for related information.
Material Incorporated by Reference
(i) You must use Zak5ad Szybowcowy
˙´
‘‘Jezow’’ Henryk Mynarski Mandatory
Bulletin BO–78–10–10, dated June 7, 2010, to
do the actions required by this AD, unless the
AD specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
˙´
this AD, contact Zak5ad Szybowcowy ‘‘Jezow’’
˙´
Henryk Mynarski, ul. D5uga 93, 58–521 Jezow
Sudecki, Poland, telephone/fax: +48 75 713
21 59 or +48 33 829 33 72; e-mail:
szdjezow.com.pl; Internet: https://
www.szdjezow.com.pl/.
(3) You may review copies of the service
information incorporated by reference for
this AD at the FAA, Central Region, Office of
the Regional Counsel, 901 Locust, Kansas
City, Missouri 64106. For information on the
availability of this material at the Central
Region, call (816) 329–3768.
(4) You may also review copies of the
service information incorporated by reference
for this AD at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call (202) 741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Kansas City, Missouri on July 15,
2010.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2010–17924 Filed 7–26–10; 8:45 am]
BILLING CODE 4910–13–P
Federal Aviation Administration
14 CFR Part 39
jdjones on DSK8KYBLC1PROD with RULES
[Docket No. FAA–2009–1015; Directorate
Identifier 2009–CE–039–AD; Amendment
39–16376; AD 2010–15–10]
RIN 2120–AA64
Airworthiness Directives; Piper
Aircraft, Inc. PA–28, PA–32, PA–34,
and PA–44 Series Airplanes
Federal Aviation
Administration (FAA), DOT.
AGENCY:
15:25 Jul 26, 2010
Final rule.
We are adopting a new
airworthiness directive (AD) for certain
Piper Aircraft, Inc. (Piper) PA–28, PA–
32, PA–34, and PA–44 series airplanes.
This AD requires you to inspect the
control wheel shaft on both the pilot
and copilot sides and, if necessary,
replace the control wheel shaft. This AD
results from two field reports of
incorrectly assembled control wheel
shafts. We are issuing this AD to detect
and correct any incorrectly assembled
control wheel shafts. This condition, if
left uncorrected, could lead to
separation of the control wheel shaft,
resulting in loss of pitch and roll
control.
SUMMARY:
This AD becomes effective on
August 31, 2010.
On August 31, 2010, the Director of
the Federal Register approved the
incorporation by reference of certain
publications listed in this AD.
ADDRESSES: To get the service
information identified in this AD,
contact Piper Aircraft, Inc., 2926 Piper
Drive, Vero Beach, Florida 32960;
telephone: (772) 567–4361; fax: (772)
978–6573; Internet: https://
www.newpiper.com/company/
publications.asp.
To view the AD docket, go to U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue, SE., Washington,
DC 20590, or on the Internet at https://
www.regulations.gov. The docket
number is FAA–2009–1015; Directorate
Identifier 2009–CE–039–AD.
FOR FURTHER INFORMATION CONTACT:
Hector Hernandez, Aerospace Engineer,
Atlanta Aircraft Certification Office,
1701 Columbia Avenue, College Park,
GA 30337; telephone: (404) 474–5587;
fax: (404) 474–5606.
SUPPLEMENTARY INFORMATION:
DATES:
Discussion
DEPARTMENT OF TRANSPORTATION
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ACTION:
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On October 23, 2009, we issued a
proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to
include an AD that would apply to
certain Piper Aircraft, Inc. (Piper) PA–
28, PA–32, PA–34, and PA–44 series
airplanes. This proposal was published
in the Federal Register as a notice of
proposed rulemaking (NPRM) on
October 30, 2009 (74 FR 56138). The
NPRM proposed to detect and correct
any incorrectly assembled control wheel
shafts.
Comments
We provided the public the
opportunity to participate in developing
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43809
this AD. The following presents the
comments received on the proposal and
FAA’s response to each comment:
Comment Issue No. 1: Difficulty in
Disassembling Components
Fifteen commenters, including the
Aircraft Owners and Pilots Association
(AOPA), Barry Rogers, Bruce Chien, and
Harry Cook commented that some Piper
airplanes do not have inspection holes
and may require disassembly of the
control wheel shaft. Disassembly can
take several hours due to the difficulty
in removing (or separating) the parts,
which could be very costly and possibly
damage a perfectly good component.
We infer from these comments that
the commenters want us to rescind the
NPRM due to difficulty in
disassembling the parts and cost of labor
for disassembly.
The FAA partially agrees with the
above comment. We disagree that we
should rescind the NPRM due to
difficulty in disassembling the parts.
According to Piper, the universal joint
has rotating parts that wear, and
replacement of those parts, which
requires disassembly, is a routine
procedure done with little difficulty.
Piper sales history records show, that on
average, they sell over 400 of these as
service spare replacements each year,
and the Piper technical support
department is not aware of anyone
reporting difficulty in replacing them.
Piper has revised their service bulletin,
to provide more information about the
different control wheel shaft
configurations. We agree that
disassembly of the control shaft wheel
may take more time than an inspection
with witness holes. However, the FAA
has determined that there is an unsafe
condition and has identified actions to
correct that unsafe condition. It is every
owner’s and operator’s responsibility to
maintain the airplane to the type design
and address any airworthiness concerns.
This includes all maintenance
requirements and ADs that correct an
unsafe condition.
We will change the final rule AD
action to include Piper Aircraft, Inc.
Mandatory Service Bulletin No. 1197B,
dated May 3, 2010, to use for the
procedures to comply with the actions
required by this AD. We will allow
‘‘unless already done’’ credit to anyone
who already accomplished the actions
following the previous service bulletin
included as part of the NPRM.
Comment Issue No. 2: Cost Absorbed by
Piper
John Witosky, Thomas McIntosh,
Claude Dalrymple, Jr., M. Hefter, and
George Haffey commented that the cost
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for maintenance and replacement parts
should be absorbed by Piper. Several
aircraft owners disagreed with covering
the cost for a Piper mistake. Several
aircraft owners/operators felt that Piper
failed to manufacture the aircraft to
design specification and their quality
system did not detect a bad assembly.
The FAA has determined that there is
an unsafe condition and has identified
actions to correct that unsafe condition.
One of the FAA’s responsibilities is to
identify the direct costs involved (labor
and parts) with the corrective actions. It
is every owner’s and operator’s
responsibility to maintain the airplane
to the type design and address any
airworthiness concerns. This includes
all maintenance requirements and ADs
that correct an unsafe condition.
We are not changing the final rule AD
action based on this comment.
Comment Issue No. 3: Date Range of
Manufacturing Error
M. Hefter, Barry Rogers, Matt Gunsch,
Thomas McIntosh, and four other
commenters stated that the FAA needs
to determine a date range when the
control wheel assemblies’
manufacturing errors were most likely
to have occurred. This would narrow
the number of aircraft required to be
inspected. This AD would require the
inspection of the control wheel
assemblies on approximately 41,928
airplanes. There are reports from Piper
owners that the inspection is not simple
and can take several hours due to
difficulty in removing (or separating)
the parts.
The FAA agrees that it would be
helpful to know an exact time period
when the manufacturing errors
occurred. Piper is unable to determine
a time period when the assembly error
occurred. Therefore, we are unable to
comply with owner’s/operator’s
requests to narrow the number of
aircraft based on date of manufacture.
We are not changing the final rule AD
action based on this comment.
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Comment Issue No. 4: Various
Configurations and Cost of Compliance
The AOPA, Bruce Chien, M. Hefter,
and Barry Rogers commented that the
cost of compliance should be revised
based on field experience and difficulty
in removing these parts for inspection,
along with replacing these assemblies
and different configurations used in the
control wheel shaft assemblies. Piper
owners claim there are different
configurations used in the control wheel
shaft assemblies as follows:
• Taper pin on aircraft with witness
holes;
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• Taper pin on aircraft without
witness holes;
• Bolt with witness hole;
• Bolt with no witness hole; and
• The older Piper aircraft do not use
fastener (taper pin or bolt) or have
witness holes.
The FAA agrees with this comment.
Piper has revised the service
information to provide more
information about the different control
wheel shaft configurations. We are
including this revised service bulletin in
the final rule AD action, and including
the estimated cost of each configuration
in the Costs of Compliance section of
this AD. We will allow ‘‘unless already
done’’ credit to anyone who already
accomplished the actions following the
previous service bulletin included as
part of the NPRM.
Comment Issue No. 5: Inadequate
Service Information
The AOPA and Harry Cook
commented that there should be a
revision to the service bulletin to
address the different control wheel shaft
assemblies. Piper owners are requesting
more instructions in the service bulletin
to address the older Piper aircraft that
do not use taper pins or have witness
holes.
The FAA agrees with this comment.
Piper has revised the service bulletin to
provide more information about the
different control wheel shaft
configurations. We will change the final
rule AD action to include Piper Aircraft,
Inc. Mandatory Service Bulletin No.
1197B, dated May 3, 2010, to use for the
procedures to comply with the actions
required by this AD. We will allow
‘‘unless already done’’ credit to anyone
who already accomplished the actions
following the previous service bulletin
included as part of the NPRM.
Comment Issue No. 6: Alternative
Methods of Inspecting
Neal Bachman, M. Hefter, and several
other commenters had several
suggestions for control wheel shafts
lacking a witness hole. One commenter
suggested that information should be
provided in the service bulletin on
drilling a witness hole based on Piper
design specifications. Another
commenter suggested revising the
service bulletin to include an alternative
method to determine the location of the
drilled taper pin hole, which requires a
measurement from the sprocket end of
the shaft instead of measuring from the
universal joint end of the shaft (which
requires the removal of the tapered pin).
The commenters feel this will greatly
reduce the burden to remove the
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universal joint/taper pin on airplanes
lacking a witness hole.
The FAA disagrees with this
comment. Based on input from Piper,
we determined these were not viable
options due to the many different
control wheel shaft configurations
within each airplane model. However,
anyone may submit substantiating data
to show compliance with the actions of
this AD. The FAA will review and
consider all alternative method of
compliance (AMOC) requests we receive
provided they follow the procedures in
14 CFR 39.19
We are not changing the final rule AD
action based on this comment.
Comment Issue No. 7: Compliance
Times
The AOPA and M. Hefter commented
that the compliance time should be
changed to be at the next scheduled
annual or 100-hour inspection,
whichever occurs first. The low fleet
incidences do not justify a more
restrictive timetable.
The FAA agrees and based on
comments received from owners/
operators we will change the
compliance time to be within the next
100 hours time-in-service or within the
next 12 months, whichever occurs first.
Comment Issue No. 8: Unnecessary AD
Action
The AOPA, James M. Stockdale,
Steven Barnes, and others commented
that the proposed AD is a result of two
reports of control wheel shafts
incorrectly drilled at Piper. The AD
would require the inspection of the
control wheel assemblies on
approximately 41,928 airplanes. Several
aircraft owners/operators feel that a
control wheel shaft problem would have
shown a much greater incidence level
than two field reports.
The FAA does not agree that the
scope needs to be changed or that this
NPRM is not necessary. A loss of the
control wheel due to misdrilling of the
attachment hole may lead to separation
of the control wheel shaft, resulting in
loss of pitch and roll control. The FAA
has determined that there is an unsafe
condition as described and justified in
the NPRM. It is every owner’s
responsibility to maintain their airplane
to type design and address any
airworthiness concern.
Conclusion
We have carefully reviewed the
available data and determined that air
safety and the public interest require
adopting the AD as proposed except for
the changes previously discussed and
minor editorial corrections. We have
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determined that these minor
corrections:
• Are consistent with the intent that
was proposed in the NPRM for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
Costs of Compliance
We estimate that this AD would affect
41,928 airplanes in the U.S. registry.
We estimate the following costs to do
the inspection:
Labor cost
Parts cost
Total cost per airplane
Total cost on U.S. operators
From .5 work-hour to 3 work-hours × $85 per hour =
$42.50 to $255.
Not applicable ...
From $42.50 to $255 .............
From $1,781,940 to $10,691,640.
We estimate the following costs to do
any necessary replacements that would
be required based on the results of the
inspection. We have no way of
determining the number of airplanes
that may need this repair/replacement:
Total cost per
airplane
Labor cost
Parts cost
Taper Pin with and without witness hole: 16 work-hours × $85
per hour = $1,360.
Bolt with and without witness hole: 15 work-hours × $85 per
hour = $1,275.
$75 per side × maximum of 2 per airplane = $150 ...................
$1,510
$75 per side × maximum of 2 per airplane = $150 ...................
$1,425
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106 describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this AD.
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD 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.
For the reasons discussed above, I
certify that this AD:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
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.
We prepared a summary of the costs
to comply with this AD (and other
information as included in the
Regulatory Evaluation) and placed it in
the AD Docket. You may get a copy of
this summary by sending a request to us
at the address listed under ADDRESSES.
Include ‘‘Docket No. FAA–2009–1015;
Directorate Identifier 2009–CE–039–AD’’
in your request.
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 AD to read as follows:
■
2010–15–10 Piper Aircraft, Inc.:
Amendment 39–16376; Docket No.
FAA–2009–1015; Directorate Identifier
2009–CE–039–AD.
Effective Date
(a) This AD becomes effective on August
31, 2010.
List of Subjects in 14 CFR Part 39
Affected ADs
(b) None.
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Applicability
(c) This AD applies to the following
airplane models and serial numbers that are
certificated in any category:
Serial Nos.
PA–28–140 ..................................................................................................
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Models
28–20001 through 28–26946 and 28–7125001 through
28–7725290.
28–03; 28–1 through 28–4377; and 28–1760A.
28–03; 28–1 through 28–4377; and 28–1760A.
28–03; 28–671 through 28–5859; and 28–7105001 through 28–
7205318.
28–1 through 28–1760 and 28–1760A.
28–671 through 28–5859 and 28–7105001 through
28–7105234.
28–10001 through 28–11378; 28–7110001 through
28–7210023; 28E–11 and 28–7310001 through 28–7710089.
PA–28–150 ..................................................................................................
PA–28–160 ..................................................................................................
PA–28–180 ..................................................................................................
PA–28S–160 ...............................................................................................
PA–28S–180 ...............................................................................................
PA–28–235 ..................................................................................................
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Models
Serial Nos.
PA–28–236 ..................................................................................................
PA–28–151 ..................................................................................................
PA–28–161 ..................................................................................................
28–7911001 through 28–8611008 and 2811001 through 2811050.
28–7415001 through 28–7715314.
2841001 through 2841365; 28–7716001 through
28–8216300; 28–8316001 through 28–8616057; 2816001 through
2816109; 2816110 through 2816119; and 2842001 through
2842305.
28–E13 and 28–7305001 through 28–7505260.
28–7690001 through 28–8690056; 28–8690061;
28–8690062; 2890001 through 2890205; 2890206 through 2890231;
and 2843001 through 2843672.
28–7921001 through 28–7921095.
28R–30002 through 28R–31270 and 28R–7130001 through 28R–
7130013.
28R–35001 through 28R–35820; 28R–7135001 through 28R–
7135229; and 28R–7235001 through 28R–7635545.
28R–7737002 through 28R–7837317; 2837001 through 2837061;
and 2844001 through 2844138.
28R–7703001 through 28R–7803374 and 2803001 through 2803012.
28R–7918001 through 28R–7918267 and 28R–8018001 through
28R–8218026.
28R–7931001 through 28R–8631005 and 2831001 through 2831038.
32–03; 32–04; 32–1 through 32–1297; and 32–7100001 through 32–
7800008.
32–15; 32–21; 32–40000 through 32–40974; and
32–7140001 through 32–7940290.
32S–15; 32S–40000 through 32S–40974; and 32S–7140001 through
32S–7240137.
32R–7680001 through 32R–7880068.
32R–7885002 through 32R–7985106.
32R–7787001 and 32R–7887002 through 32R–7987126.
32R–8013001 through 32R–8613006; 3213001 through
3213028; and 3213030 through 3213041.
3213029; 3213042 through 3213103; 3246001 through 3246217;
3246219; 3246223; 3246218; 3246220 through 3246222; and
3246224 through 3246244.
32R–8029001 through 32R–8629008 and 3229001 through 3229003.
32–8006002 through 32–8606023; 3206001 through 3206019;
3206042 through 3206044; 3206047; 3206050 through 3206055;
and 3206060.
32–8024001 through 32–8424002.
3257001 through 3257483.
3232001 through 3232074.
3255001 through 3255014; 3255026, 3255015 through 3255025;
3255027; and 3255051.
34–E4 and 34–7250001 through 34–7450220.
34–7570001 through 34–8170092.
34–8133001 through 34–8633031; 3433001 through 3433172;
3448001 through 3448037; 3448038 through 3448079; 3447001
through 3447029; and 3449001 through 3449377.
44–7995001 through 44–8195026; 4495001 through 4495013; and
4496001 through 4496251.
44–8107001 through 44–8207020.
PA–28–180 ..................................................................................................
PA–28–181 ..................................................................................................
PA–28–201T ................................................................................................
PA–28R–180 ...............................................................................................
PA–28R–200 ...............................................................................................
PA–28R–201 ...............................................................................................
PA–28R–201T .............................................................................................
PA–28RT–201 .............................................................................................
PA–28RT–201T ...........................................................................................
PA–32–260 ..................................................................................................
PA–32–300 ..................................................................................................
PA–32S–300 ...............................................................................................
PA–32R–300 ...............................................................................................
PA–32RT–300 .............................................................................................
PA–32RT–300T ...........................................................................................
PA–32R–301 (SP) .......................................................................................
PA–32R–301 (HP) .......................................................................................
PA–32R–301T .............................................................................................
PA–32–301 ..................................................................................................
PA–32–301T ................................................................................................
PA–32R–301T .............................................................................................
PA–32–301FT .............................................................................................
PA–32–301XTC ...........................................................................................
PA–34–200 ..................................................................................................
PA–34–200T ................................................................................................
PA–34–220T ................................................................................................
PA–44–180 ..................................................................................................
PA–44–180T ................................................................................................
Unsafe Condition
(d) This AD results from two field reports
of incorrectly assembled control wheel
shafts. We are issuing this AD to detect and
correct any incorrectly assembled control
wheel shafts. This condition, if left
uncorrected, could lead to separation of the
control wheel shaft, resulting in loss of pitch
and roll control.
Compliance
(e) To address this problem, you must do
the following, unless already done:
Compliance
Procedures
(1) Inspect the pilot and copilot control wheel
columns for correct control wheel shaft installation.
jdjones on DSK8KYBLC1PROD with RULES
Actions
Within 100 hours time-in-service after August
31, 2010 (the effective date of this AD), or
within the next 12 months after August 31,
2010 (the effective date of this AD), whichever occurs first.
Before further flight after the inspection where
incorrect installation of the control wheel
shaft is found.
Follow Piper Aircraft, Inc. Mandatory Service
Bulletin No. 1197A, dated September 1,
2009; or Piper Aircraft, Inc. Mandatory
Service Bulletin No. 1197B, dated May 3,
2010.
Follow Piper Aircraft, Inc. Mandatory Service
Bulletin No. 1197A, dated September 1,
2009; or Piper Aircraft, Inc. Mandatory
Service Bulletin No. 1197B, dated May 3,
2010.
(2) If during the inspection required in paragraph (e)(1) of this AD an incorrectly installed
control wheel shaft is found, replace the appropriate shaft with a new shaft.
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Actions
Compliance
Procedures
(3) Inspect the universal joint and all other control wheel parts when doing the action required in (e)(2) of this AD and, if any deterioration, excessive wear, or damage is found,
replace the universal joint and/or other control
wheel parts with a new universal joint and/or
other applicable new control wheel parts as
necessary.
Before further flight after the inspection where
incorrect installation of the control wheel
shaft is found.
Follow Piper Aircraft, Inc. Mandatory Service
Bulletin No. 1197A, dated September 1,
2009; or Piper Aircraft, Inc. Mandatory
Service Bulletin No. 1197B, dated May 3,
2010.
Alternative Methods of Compliance
(AMOCs)
(f) The Manager, Atlanta Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. Send information to ATTN:
Hector Hernandez, Aerospace Engineer,
Atlanta Aircraft Certification Office (ACO),
1701 Columbia Avenue, College Park, GA
30337; telephone: (404) 474–5587; fax: (404)
474–5606. Before using any approved AMOC
on any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
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Related Information
(g) To get copies of the service information
referenced in this AD, contact Piper Aircraft,
Inc., 2926 Piper Drive, Vero Beach, Florida
32960; telephone: (772) 567–4361; fax: (772)
978–6573; Internet: https://
www.newpiper.com/company/
publications.asp. To view the AD docket, go
to U.S. Department of Transportation, Docket
Operations, M–30, West Building Ground
Floor, Room W12–140, 1200 New Jersey
Avenue, SE., Washington, DC 20590, or on
the Internet at https://www.regulations.gov.
Material Incorporated by Reference
(h) You must use Piper Aircraft, Inc.
Mandatory Service Bulletin No. 1197A, dated
September 1, 2009, or Piper Aircraft, Inc.
Mandatory Service Bulletin No. 1197B, dated
May 3, 2010, to do the actions required by
this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Piper Aircraft, Inc., 2926
Piper Drive, Vero Beach, Florida 32960;
telephone: (772) 567–4361; fax: (772) 978–
6573; Internet: https://www.newpiper.com/
company/publications.asp.
(3) You may review copies of the service
information incorporated by reference for
this AD at the FAA, Central Region, Office of
the Regional Counsel, 901 Locust, Kansas
City, Missouri 64106. For information on the
availability of this material at the Central
Region, call (816) 329–3768.
(4) You may also review copies of the
service information incorporated by reference
for this AD at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call (202) 741–6030, or go
to: https://www.archives.gov/federal_register/
VerDate Mar<15>2010
15:25 Jul 26, 2010
Jkt 220001
code_of_federal_regulations/
ibr_locations.html.
Issued in Kansas City, Missouri, on July 16,
2010.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2010–18012 Filed 7–26–10; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2010–0241; Airspace
Docket No. 10–AGL–4]
RIN 2120–AA66
Modification of VOR Federal Airways
V–82, V–175, V–191, and V–430 in the
Vicinity of Bemidji, MN
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This action modifies the legal
description of VHF omnidirectional
range (VOR) Federal Airways V–82, V–
175, V–191, and V–430 in the vicinity
of Bemidji, MN. The Bemidji (BJI) VOR,
that forms a segment of these airways,
has been out of service for over two
years due to terrain and new
construction signal interference
problems and is planned for
decommissioning. An airway
intersection reporting point is being
established in the same location as the
BJI VOR to restore a navigable route
structure to the area similar to what
existed prior to the loss of service from
the navigation aid.
DATES: Effective date 0901 UTC,
September 23, 2010. The Director of the
Federal Register approves this
incorporation by reference action under
1 CFR part 51, subject to the annual
revision of FAA Order 7400.9 and
publication of conforming amendments.
FOR FURTHER INFORMATION CONTACT:
Colby Abbott, Airspace and Rules
Group, Office of System Operations
Airspace and AIM, Federal Aviation
SUMMARY:
PO 00000
Frm 00015
Fmt 4700
Sfmt 4700
Administration, 800 Independence
Avenue, SW., Washington, DC 20591;
telephone: (202) 267–8783.
SUPPLEMENTARY INFORMATION:
History
On Wednesday, May 5, 2010, the FAA
published in the Federal Register a
notice of proposed rulemaking (NPRM)
to modify V–82, V–175, V–191, and V–
430 in the vicinity of Bemidji, MN (75
FR 24504). Interested parties were
invited to participate in this rulemaking
effort by submitting written comments
on this proposal to the FAA. One
comment was received in response to
the proposal.
The commenter requested the FAA
provide at least a fix to replace the
Bemidji VOR. The FAA addressed this
comment in the proposal section of the
NPRM. Specifically, the FAA stated, ‘‘To
restore the navigable airway structure in
the vicinity of Bemidji, MN, the FAA is
proposing to establish the BLUOX fix in
the same location currently depicting
the BJI VOR navigation aid.’’ The
BLUOX fix, as proposed, is defined by
intersecting airway radials.
Subsequent to publication, the FAA
took action to change the Decatur (DEC)
VHF omni-directional range/tactical air
navigation (VORTAC) name and
identifier to the Adders VORTAC
(AXC). The DEC VORTAC name change
will only affect V–191 in this
rulemaking action.
The Rule
This action amends Title 14 Code of
Federal Regulations (14 CFR) part 71 by
modifying V–82, V–175, V–191, and V–
430 in the vicinity of Bemidji, MN. The
BJI VOR navigation aid was removed
from service in April 2007, and is being
decommissioned. To restore the
navigable airway structure in the
vicinity of Bemidji, MN, the FAA is
establishing the BLUOX fix in the same
location currently depicting the BJI
VOR. Also, V–430 is rerouted between
the BLUOX fix and Grand Forks VOR
(GFK), ND, over the Thief River Falls
VOR (TVF), MN. Except for V–191,
which is being modified to terminate at
the Grand Rapids VOR (GPZ), MN, the
FAA is modifying the V–82, V–175, and
E:\FR\FM\27JYR1.SGM
27JYR1
]]>Agencies
[Federal Register Volume 75, Number 143 (Tuesday, July 27, 2010)]
[Rules and Regulations]
[Pages 43809-43813]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-18012]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-1015; Directorate Identifier 2009-CE-039-AD;
Amendment 39-16376; AD 2010-15-10]
RIN 2120-AA64
Airworthiness Directives; Piper Aircraft, Inc. PA-28, PA-32, PA-
34, and PA-44 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
Piper Aircraft, Inc. (Piper) PA-28, PA-32, PA-34, and PA-44 series
airplanes. This AD requires you to inspect the control wheel shaft on
both the pilot and copilot sides and, if necessary, replace the control
wheel shaft. This AD results from two field reports of incorrectly
assembled control wheel shafts. We are issuing this AD to detect and
correct any incorrectly assembled control wheel shafts. This condition,
if left uncorrected, could lead to separation of the control wheel
shaft, resulting in loss of pitch and roll control.
DATES: This AD becomes effective on August 31, 2010.
On August 31, 2010, the Director of the Federal Register approved
the incorporation by reference of certain publications listed in this
AD.
ADDRESSES: To get the service information identified in this AD,
contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida
32960; telephone: (772) 567-4361; fax: (772) 978-6573; Internet: https://www.newpiper.com/company/publications.asp.
To view the AD docket, go to U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue, SE., Washington, DC 20590, or on the Internet at
https://www.regulations.gov. The docket number is FAA-2009-1015;
Directorate Identifier 2009-CE-039-AD.
FOR FURTHER INFORMATION CONTACT: Hector Hernandez, Aerospace Engineer,
Atlanta Aircraft Certification Office, 1701 Columbia Avenue, College
Park, GA 30337; telephone: (404) 474-5587; fax: (404) 474-5606.
SUPPLEMENTARY INFORMATION:
Discussion
On October 23, 2009, we issued a proposal to amend part 39 of the
Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to certain Piper Aircraft, Inc. (Piper) PA-28, PA-32, PA-
34, and PA-44 series airplanes. This proposal was published in the
Federal Register as a notice of proposed rulemaking (NPRM) on October
30, 2009 (74 FR 56138). The NPRM proposed to detect and correct any
incorrectly assembled control wheel shafts.
Comments
We provided the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
and FAA's response to each comment:
Comment Issue No. 1: Difficulty in Disassembling Components
Fifteen commenters, including the Aircraft Owners and Pilots
Association (AOPA), Barry Rogers, Bruce Chien, and Harry Cook commented
that some Piper airplanes do not have inspection holes and may require
disassembly of the control wheel shaft. Disassembly can take several
hours due to the difficulty in removing (or separating) the parts,
which could be very costly and possibly damage a perfectly good
component.
We infer from these comments that the commenters want us to rescind
the NPRM due to difficulty in disassembling the parts and cost of labor
for disassembly.
The FAA partially agrees with the above comment. We disagree that
we should rescind the NPRM due to difficulty in disassembling the
parts. According to Piper, the universal joint has rotating parts that
wear, and replacement of those parts, which requires disassembly, is a
routine procedure done with little difficulty. Piper sales history
records show, that on average, they sell over 400 of these as service
spare replacements each year, and the Piper technical support
department is not aware of anyone reporting difficulty in replacing
them. Piper has revised their service bulletin, to provide more
information about the different control wheel shaft configurations. We
agree that disassembly of the control shaft wheel may take more time
than an inspection with witness holes. However, the FAA has determined
that there is an unsafe condition and has identified actions to correct
that unsafe condition. It is every owner's and operator's
responsibility to maintain the airplane to the type design and address
any airworthiness concerns. This includes all maintenance requirements
and ADs that correct an unsafe condition.
We will change the final rule AD action to include Piper Aircraft,
Inc. Mandatory Service Bulletin No. 1197B, dated May 3, 2010, to use
for the procedures to comply with the actions required by this AD. We
will allow ``unless already done'' credit to anyone who already
accomplished the actions following the previous service bulletin
included as part of the NPRM.
Comment Issue No. 2: Cost Absorbed by Piper
John Witosky, Thomas McIntosh, Claude Dalrymple, Jr., M. Hefter,
and George Haffey commented that the cost
[[Page 43810]]
for maintenance and replacement parts should be absorbed by Piper.
Several aircraft owners disagreed with covering the cost for a Piper
mistake. Several aircraft owners/operators felt that Piper failed to
manufacture the aircraft to design specification and their quality
system did not detect a bad assembly.
The FAA has determined that there is an unsafe condition and has
identified actions to correct that unsafe condition. One of the FAA's
responsibilities is to identify the direct costs involved (labor and
parts) with the corrective actions. It is every owner's and operator's
responsibility to maintain the airplane to the type design and address
any airworthiness concerns. This includes all maintenance requirements
and ADs that correct an unsafe condition.
We are not changing the final rule AD action based on this comment.
Comment Issue No. 3: Date Range of Manufacturing Error
M. Hefter, Barry Rogers, Matt Gunsch, Thomas McIntosh, and four
other commenters stated that the FAA needs to determine a date range
when the control wheel assemblies' manufacturing errors were most
likely to have occurred. This would narrow the number of aircraft
required to be inspected. This AD would require the inspection of the
control wheel assemblies on approximately 41,928 airplanes. There are
reports from Piper owners that the inspection is not simple and can
take several hours due to difficulty in removing (or separating) the
parts.
The FAA agrees that it would be helpful to know an exact time
period when the manufacturing errors occurred. Piper is unable to
determine a time period when the assembly error occurred. Therefore, we
are unable to comply with owner's/operator's requests to narrow the
number of aircraft based on date of manufacture.
We are not changing the final rule AD action based on this comment.
Comment Issue No. 4: Various Configurations and Cost of Compliance
The AOPA, Bruce Chien, M. Hefter, and Barry Rogers commented that
the cost of compliance should be revised based on field experience and
difficulty in removing these parts for inspection, along with replacing
these assemblies and different configurations used in the control wheel
shaft assemblies. Piper owners claim there are different configurations
used in the control wheel shaft assemblies as follows:
Taper pin on aircraft with witness holes;
Taper pin on aircraft without witness holes;
Bolt with witness hole;
Bolt with no witness hole; and
The older Piper aircraft do not use fastener (taper pin or
bolt) or have witness holes.
The FAA agrees with this comment. Piper has revised the service
information to provide more information about the different control
wheel shaft configurations. We are including this revised service
bulletin in the final rule AD action, and including the estimated cost
of each configuration in the Costs of Compliance section of this AD. We
will allow ``unless already done'' credit to anyone who already
accomplished the actions following the previous service bulletin
included as part of the NPRM.
Comment Issue No. 5: Inadequate Service Information
The AOPA and Harry Cook commented that there should be a revision
to the service bulletin to address the different control wheel shaft
assemblies. Piper owners are requesting more instructions in the
service bulletin to address the older Piper aircraft that do not use
taper pins or have witness holes.
The FAA agrees with this comment. Piper has revised the service
bulletin to provide more information about the different control wheel
shaft configurations. We will change the final rule AD action to
include Piper Aircraft, Inc. Mandatory Service Bulletin No. 1197B,
dated May 3, 2010, to use for the procedures to comply with the actions
required by this AD. We will allow ``unless already done'' credit to
anyone who already accomplished the actions following the previous
service bulletin included as part of the NPRM.
Comment Issue No. 6: Alternative Methods of Inspecting
Neal Bachman, M. Hefter, and several other commenters had several
suggestions for control wheel shafts lacking a witness hole. One
commenter suggested that information should be provided in the service
bulletin on drilling a witness hole based on Piper design
specifications. Another commenter suggested revising the service
bulletin to include an alternative method to determine the location of
the drilled taper pin hole, which requires a measurement from the
sprocket end of the shaft instead of measuring from the universal joint
end of the shaft (which requires the removal of the tapered pin). The
commenters feel this will greatly reduce the burden to remove the
universal joint/taper pin on airplanes lacking a witness hole.
The FAA disagrees with this comment. Based on input from Piper, we
determined these were not viable options due to the many different
control wheel shaft configurations within each airplane model. However,
anyone may submit substantiating data to show compliance with the
actions of this AD. The FAA will review and consider all alternative
method of compliance (AMOC) requests we receive provided they follow
the procedures in 14 CFR 39.19
We are not changing the final rule AD action based on this comment.
Comment Issue No. 7: Compliance Times
The AOPA and M. Hefter commented that the compliance time should be
changed to be at the next scheduled annual or 100-hour inspection,
whichever occurs first. The low fleet incidences do not justify a more
restrictive timetable.
The FAA agrees and based on comments received from owners/operators
we will change the compliance time to be within the next 100 hours
time-in-service or within the next 12 months, whichever occurs first.
Comment Issue No. 8: Unnecessary AD Action
The AOPA, James M. Stockdale, Steven Barnes, and others commented
that the proposed AD is a result of two reports of control wheel shafts
incorrectly drilled at Piper. The AD would require the inspection of
the control wheel assemblies on approximately 41,928 airplanes. Several
aircraft owners/operators feel that a control wheel shaft problem would
have shown a much greater incidence level than two field reports.
The FAA does not agree that the scope needs to be changed or that
this NPRM is not necessary. A loss of the control wheel due to
misdrilling of the attachment hole may lead to separation of the
control wheel shaft, resulting in loss of pitch and roll control. The
FAA has determined that there is an unsafe condition as described and
justified in the NPRM. It is every owner's responsibility to maintain
their airplane to type design and address any airworthiness concern.
Conclusion
We have carefully reviewed the available data and determined that
air safety and the public interest require adopting the AD as proposed
except for the changes previously discussed and minor editorial
corrections. We have
[[Page 43811]]
determined that these minor corrections:
Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
Costs of Compliance
We estimate that this AD would affect 41,928 airplanes in the U.S.
registry.
We estimate the following costs to do the inspection:
--------------------------------------------------------------------------------------------------------------------------------------------------------
Labor cost Parts cost Total cost per airplane Total cost on U.S. operators
--------------------------------------------------------------------------------------------------------------------------------------------------------
From .5 work-hour to 3 work-hours x $85 Not applicable................ From $42.50 to $255....... From $1,781,940 to $10,691,640.
per hour = $42.50 to $255.
--------------------------------------------------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary replacements
that would be required based on the results of the inspection. We have
no way of determining the number of airplanes that may need this
repair/replacement:
----------------------------------------------------------------------------------------------------------------
Total cost per
Labor cost Parts cost airplane
----------------------------------------------------------------------------------------------------------------
Taper Pin with and without witness hole: 16 $75 per side x maximum of 2 per airplane = $150 $1,510
work-hours x $85 per hour = $1,360.
Bolt with and without witness hole: 15 work- $75 per side x maximum of 2 per airplane = $150 $1,425
hours x $85 per hour = $1,275.
----------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106 describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this AD.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD 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.
For the reasons discussed above, I certify that this AD:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the 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.
We prepared a summary of the costs to comply with this AD (and
other information as included in the Regulatory Evaluation) and placed
it in the AD Docket. You may get a copy of this summary by sending a
request to us at the address listed under ADDRESSES. Include ``Docket
No. FAA-2009-1015; Directorate Identifier 2009-CE-039-AD'' in your
request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
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
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. FAA amends Sec. 39.13 by adding a new AD to read as follows:
2010-15-10 Piper Aircraft, Inc.: Amendment 39-16376; Docket No. FAA-
2009-1015; Directorate Identifier 2009-CE-039-AD.
Effective Date
(a) This AD becomes effective on August 31, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to the following airplane models and serial
numbers that are certificated in any category:
--------------------------------------------------------------------------------------------------------------------------------------------------------
Models Serial Nos.
--------------------------------------------------------------------------------------------------------------------------------------------------------
PA-28-140....................................... 28-20001 through 28-26946 and 28-7125001 through
28-7725290.
PA-28-150....................................... 28-03; 28-1 through 28-4377; and 28-1760A.
PA-28-160....................................... 28-03; 28-1 through 28-4377; and 28-1760A.
PA-28-180....................................... 28-03; 28-671 through 28-5859; and 28-7105001 through 28-7205318.
PA-28S-160...................................... 28-1 through 28-1760 and 28-1760A.
PA-28S-180...................................... 28-671 through 28-5859 and 28-7105001 through
28-7105234.
PA-28-235....................................... 28-10001 through 28-11378; 28-7110001 through
28-7210023; 28E-11 and 28-7310001 through 28-7710089.
[[Page 43812]]
PA-28-236....................................... 28-7911001 through 28-8611008 and 2811001 through 2811050.
PA-28-151....................................... 28-7415001 through 28-7715314.
PA-28-161....................................... 2841001 through 2841365; 28-7716001 through
28-8216300; 28-8316001 through 28-8616057; 2816001 through 2816109; 2816110 through 2816119; and
2842001 through 2842305.
PA-28-180....................................... 28-E13 and 28-7305001 through 28-7505260.
PA-28-181....................................... 28-7690001 through 28-8690056; 28-8690061;
28-8690062; 2890001 through 2890205; 2890206 through 2890231; and 2843001 through 2843672.
PA-28-201T...................................... 28-7921001 through 28-7921095.
PA-28R-180...................................... 28R-30002 through 28R-31270 and 28R-7130001 through 28R-7130013.
PA-28R-200...................................... 28R-35001 through 28R-35820; 28R-7135001 through 28R-7135229; and 28R-7235001 through 28R-7635545.
PA-28R-201...................................... 28R-7737002 through 28R-7837317; 2837001 through 2837061; and 2844001 through 2844138.
PA-28R-201T..................................... 28R-7703001 through 28R-7803374 and 2803001 through 2803012.
PA-28RT-201..................................... 28R-7918001 through 28R-7918267 and 28R-8018001 through 28R-8218026.
PA-28RT-201T.................................... 28R-7931001 through 28R-8631005 and 2831001 through 2831038.
PA-32-260....................................... 32-03; 32-04; 32-1 through 32-1297; and 32-7100001 through 32-7800008.
PA-32-300....................................... 32-15; 32-21; 32-40000 through 32-40974; and
32-7140001 through 32-7940290.
PA-32S-300...................................... 32S-15; 32S-40000 through 32S-40974; and 32S-7140001 through 32S-7240137.
PA-32R-300...................................... 32R-7680001 through 32R-7880068.
PA-32RT-300..................................... 32R-7885002 through 32R-7985106.
PA-32RT-300T.................................... 32R-7787001 and 32R-7887002 through 32R-7987126.
PA-32R-301 (SP)................................. 32R-8013001 through 32R-8613006; 3213001 through
3213028; and 3213030 through 3213041.
PA-32R-301 (HP)................................. 3213029; 3213042 through 3213103; 3246001 through 3246217; 3246219; 3246223; 3246218; 3246220 through
3246222; and 3246224 through 3246244.
PA-32R-301T..................................... 32R-8029001 through 32R-8629008 and 3229001 through 3229003.
PA-32-301....................................... 32-8006002 through 32-8606023; 3206001 through 3206019; 3206042 through 3206044; 3206047; 3206050
through 3206055; and 3206060.
PA-32-301T...................................... 32-8024001 through 32-8424002.
PA-32R-301T..................................... 3257001 through 3257483.
PA-32-301FT..................................... 3232001 through 3232074.
PA-32-301XTC.................................... 3255001 through 3255014; 3255026, 3255015 through 3255025; 3255027; and 3255051.
PA-34-200....................................... 34-E4 and 34-7250001 through 34-7450220.
PA-34-200T...................................... 34-7570001 through 34-8170092.
PA-34-220T...................................... 34-8133001 through 34-8633031; 3433001 through 3433172; 3448001 through 3448037; 3448038 through
3448079; 3447001 through 3447029; and 3449001 through 3449377.
PA-44-180....................................... 44-7995001 through 44-8195026; 4495001 through 4495013; and 4496001 through 4496251.
PA-44-180T...................................... 44-8107001 through 44-8207020.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Unsafe Condition
(d) This AD results from two field reports of incorrectly
assembled control wheel shafts. We are issuing this AD to detect and
correct any incorrectly assembled control wheel shafts. This
condition, if left uncorrected, could lead to separation of the
control wheel shaft, resulting in loss of pitch and roll control.
Compliance
(e) To address this problem, you must do the following, unless
already done:
----------------------------------------------------------------------------------------------------------------
Actions Compliance Procedures
----------------------------------------------------------------------------------------------------------------
(1) Inspect the pilot and copilot Within 100 hours time-in-service Follow Piper Aircraft, Inc.
control wheel columns for correct after August 31, 2010 (the Mandatory Service Bulletin No.
control wheel shaft installation. effective date of this AD), or 1197A, dated September 1, 2009; or
within the next 12 months after Piper Aircraft, Inc. Mandatory
August 31, 2010 (the effective date Service Bulletin No. 1197B, dated
of this AD), whichever occurs first. May 3, 2010.
(2) If during the inspection Before further flight after the Follow Piper Aircraft, Inc.
required in paragraph (e)(1) of inspection where incorrect Mandatory Service Bulletin No.
this AD an incorrectly installed installation of the control wheel 1197A, dated September 1, 2009; or
control wheel shaft is found, shaft is found. Piper Aircraft, Inc. Mandatory
replace the appropriate shaft with Service Bulletin No. 1197B, dated
a new shaft. May 3, 2010.
[[Page 43813]]
(3) Inspect the universal joint and Before further flight after the Follow Piper Aircraft, Inc.
all other control wheel parts when inspection where incorrect Mandatory Service Bulletin No.
doing the action required in (e)(2) installation of the control wheel 1197A, dated September 1, 2009; or
of this AD and, if any shaft is found. Piper Aircraft, Inc. Mandatory
deterioration, excessive wear, or Service Bulletin No. 1197B, dated
damage is found, replace the May 3, 2010.
universal joint and/or other
control wheel parts with a new
universal joint and/or other
applicable new control wheel parts
as necessary.
----------------------------------------------------------------------------------------------------------------
Alternative Methods of Compliance (AMOCs)
(f) The Manager, Atlanta Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. Send information to
ATTN: Hector Hernandez, Aerospace Engineer, Atlanta Aircraft
Certification Office (ACO), 1701 Columbia Avenue, College Park, GA
30337; telephone: (404) 474-5587; fax: (404) 474-5606. Before using
any approved AMOC on any airplane to which the AMOC applies, notify
your appropriate principal inspector (PI) in the FAA Flight
Standards District Office (FSDO), or lacking a PI, your local FSDO.
Related Information
(g) To get copies of the service information referenced in this
AD, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach,
Florida 32960; telephone: (772) 567-4361; fax: (772) 978-6573;
Internet: https://www.newpiper.com/company/publications.asp. To view
the AD docket, go to U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, or on the Internet at
https://www.regulations.gov.
Material Incorporated by Reference
(h) You must use Piper Aircraft, Inc. Mandatory Service Bulletin
No. 1197A, dated September 1, 2009, or Piper Aircraft, Inc.
Mandatory Service Bulletin No. 1197B, dated May 3, 2010, to do the
actions required by this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact Piper
Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960;
telephone: (772) 567-4361; fax: (772) 978-6573; Internet: https://www.newpiper.com/company/publications.asp.
(3) You may review copies of the service information
incorporated by reference for this AD at the FAA, Central Region,
Office of the Regional Counsel, 901 Locust, Kansas City, Missouri
64106. For information on the availability of this material at the
Central Region, call (816) 329-3768.
(4) You may also review copies of the service information
incorporated by reference for this AD at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, call (202) 741-6030, or go to: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Kansas City, Missouri, on July 16, 2010.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2010-18012 Filed 7-26-10; 8:45 am]
BILLING CODE 4910-13-P
