Airworthiness Directives; Various Aircraft Equipped With Wing Lift Struts, 3356-3363 [2013-00807]
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Proposed Rules
Federal Register
Vol. 78, No. 11
Wednesday, January 16, 2013
This section of the FEDERAL REGISTER
contains notices to the public of the proposed
issuance of rules and regulations. The
purpose of these notices is to give interested
persons an opportunity to participate in the
rule making prior to the adoption of the final
rules.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0023; Directorate
Identifier 96–CE–072–AD]
RIN 2120–AA64
Airworthiness Directives; Various
Aircraft Equipped With Wing Lift Struts
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to revise an
existing airworthiness directive (AD)
that applies to certain aircraft equipped
with wing lift struts. The existing AD
currently requires repetitively
inspecting the wing lift struts for
corrosion; repetitively inspecting the
wing lift strut forks for cracks; replacing
any corroded wing lift strut; replacing
any cracked wing lift strut fork; and
repetitively replacing the wing lift strut
forks at a specified time for certain
airplanes. The existing AD also
currently requires incorporating a ‘‘NO
STEP’’ placard on the wing lift strut.
Since we issued that AD, we have been
informed that paragraph (c) in the
existing AD is being misinterpreted and
causing confusion. This proposed AD
would clarify the intent of the language
currently in paragraph (c) of the existing
AD and would retain all other
requirements of the existing AD. We are
proposing this AD to correct the unsafe
condition on these products.
DATES: We must receive comments on
this proposed AD by March 4, 2013.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
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SUMMARY:
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30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Piper
Aircraft, Inc., Customer Services, 2926
Piper Drive, Vero Beach, Florida 32960;
telephone: (772) 567–4361; Internet:
www.piper.com. Copies of the
instructions to the F. Atlee Dodge
supplemental type certificate (STC) and
information about the Jensen Aircraft
STCs may be obtained from F. Atlee
Dodge, Aircraft Services, LLC., 6672
Wes Way, Anchorage, Alaska 99518–
0409, Internet: www.fadodge.com. You
may review copies of the referenced
service information at the FAA, Small
Airplane Directorate, 901 Locust,
Kansas City, Missouri 64106. For
information on the availability of this
material at the FAA, call (816) 329–
4148.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Gregory ‘‘Keith’’ Noles, Aerospace
Engineer, FAA, Atlanta Aircraft
Certification Office, 1701 Columbia
Avenue, College Park, Georgia 30337;
phone: (404) 474–5551; fax: (404) 474–
5606; email: gregory.noles@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2013–0023; Directorate Identifier
96–CE–072–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
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economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
On December 22, 1998, we issued AD
99–01–05, amendment 39–10972 (63 FR
72132, December 31, 1998), for all The
New Piper Aircraft, Inc. (currently Piper
Aircraft, Inc.) airplane models equipped
with wing lift struts. That AD
superseded AD 93–10–06, amendment
39–8586 (58 FR 29965, May 25, 1993),
and requires repetitively inspecting the
wing lift struts for corrosion;
repetitively inspecting the wing lift strut
forks for cracks; replacing any corroded
and/or dented wing lift strut; replacing
any cracked wing lift strut fork; and
repetitively replacing the wing lift strut
forks at a specified time for certain
airplanes. That AD also requires
incorporating a ‘‘NO STEP’’ placard on
the wing lift strut and provides the
option of installing certain sealed wing
lift struts that include the lift strut forks
as terminating action for repetitive
inspection and replacement
requirements.
AD 93–10–06, amendment 39–8586
(58 FR 29965, May 25, 1993), resulted
from reports of corrosion damage found
on the wing lift struts and cracking
found on the wing lift strut forks. AD
99–01–05, amendment 39–10972 (63 FR
72132, December 31, 1998), resulted
from a need to clarify certain
requirements of AD 93–10–06,
eliminated the lift strut fork repetitive
inspection requirement for the Piper
PA–25 series airplanes, incorporated
airplane models inadvertently omitted
from the applicability, and required
installing a placard on the lift strut.
We issued both ADs to detect and
correct corrosion and cracking on the
front and rear wing lift struts and forks,
which could cause the wing lift strut to
fail. This failure could result in the wing
separating from the airplane.
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Federal Register / Vol. 78, No. 11 / Wednesday, January 16, 2013 / Proposed Rules
Actions Since Existing AD Was Issued
Since we issued AD 99–01–05,
amendment 39–39–10972 (63 FR 72132,
December 31, 1998), we have been
informed that the language in paragraph
(c) is being misinterpreted and causing
confusion. Paragraph (c) of the existing
AD currently states, ‘‘If holes are drilled
in wing lift strut assemblies installed in
accordance with (a)(4) or (b)(3) of this
AD to attach cuffs, door clips, or other
hardware, inspect the wing lift struts at
intervals not to exceed 24 calendar
months using the procedures specified
in either paragraphs (a)(1) or (a)(2),
including all subparagraphs, of this
AD.’’
Our intention was to specify that if a
sealed wing lift strut assembly is
installed as a replacement part, the
repetitive inspection requirement is
terminated only if the seal is never
broken. We also intended to specify that
if the seal is broken then that wing lift
strut becomes subject to continued
repetitive inspections.
We did not intend to promote drilling
holes into or otherwise unsealing a
sealed strut, nor did we intend to
preclude a proper maintenance action
that may temporarily unseal a sealed
strut if all appropriate issues are
considered, such as static strength,
fatigue, material effects, immediate and
long-term (internal and external)
corrosion protection, resealing methods,
etc. Current FAA regulations in 14 CFR
43.13(b) specify that maintenance
performed will result in the part’s
condition to be at least equal to its
original or properly altered condition.
There are provisions in this proposed
AD for approving such actions as an
alternative method of compliance
(AMOC).
Also, some type certificates held by
Piper at the time AD 99–01–05,
amendment 39–39–10972 (63 FR 72132,
December 31, 1998), was issued now
belong to other owners. We have
modified the applicability to reflect
these changes in ownership.
FAA’s Determination
We are proposing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
Proposed AD Requirements
This proposed AD would retain all
requirements of AD 99–01–05,
amendment 39–39–10972 (63 FR 72132,
December 31, 1998). This proposed AD
would also clarify our intent of required
actions if the seal on a sealed wing lift
strut is ever broken.
Paragraph Designation Changes to the
Existing AD
Since AD 99–01–05, amendment 39–
39–10972 (63 FR 72132, December 31,
1998), was issued, the AD format has
been revised, and certain paragraphs
have been rearranged. As a result, the
corresponding paragraph identifiers
have changed in this proposed AD, as
listed in the following table:
TABLE 1—REVISED PARAGRAPH
IDENTIFIERS
Requirement in AD
99–01–05
paragraph
paragraph
paragraph
paragraph
paragraph
(a)
(a)(1)
(a)(1)(i)
(a)(1)(ii)
(a)(2)
Corresponding
requirement in this
proposed AD
paragraph
paragraph
paragraph
paragraph
paragraph
(h)
(i)(1)
(i)(1)(i)
(i)(1)(ii)
(i)(2)
TABLE 1—REVISED PARAGRAPH
IDENTIFIERS—Continued
Requirement in AD
99–01–05
paragraph (a)(2)(i)
paragraph (a)(2)(ii)
paragraph (a)(3)
paragraph (a)(4)
paragraph (a)(5)
paragraph (b)
paragraph (b)(1)
paragraph (b)(1)(i)
paragraph
(b)(1)(ii)(B) &
(b)(1)(iv)
paragraph
(b)(1)(ii)(C) &
(b)(1)(iv)
paragraph
(b)(1)(ii)(A) &
(b)(1)(iv)
paragraph (b)(1)(iii),
(b)(2), (b)(1)(iv)
paragraph (b)(3) thru
(b)(3)(ii)
paragraph (b)(4) thru
(b)(4)(vi)
paragraph (b)(5) thru
(b)(5)(ii)
paragraph (c)
paragraph (d)
paragraph (d)(1)
paragraph (d)(2)
Corresponding
requirement in this
proposed AD
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
(i)(2)(i)
(i)(2)(ii)
(j)(1)
(j)(2)
(j)(3)
(k)
(l)
(l)(1)
(l)(2)
paragraph (l)(3)
paragraph (l)(4)
paragraph (m)(1)
paragraph (m)(2)
paragraph (m)(3) thru
(m)(3)(vi)
paragraph (m)(4)
removed
paragraph (n)(1)
paragraph (n)(2)
paragraph (n)(3)
Costs of Compliance
We estimate that this proposed AD
affects 22,000 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD.
However, the only difference in the
costs presented below and the costs
associated with AD 99–01–05,
amendment 39–39–10972 (63 FR 72132,
December 31, 1998), is the change in the
labor rate from $65 per hour to $85 per
hour:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per product
Inspection of the wing lift struts and
wing lift strut forks.
Installation placard ..........................
8 work-hours × $85 per hour =
$680 per inspection cycle.
1 work-hour × $85 = $85 ...............
Not applicable ...........
$680 per inspection
cycle..
$115 ..........................
We estimate the following costs to do
any necessary replacements that would
$30 ............................
be required based on the results of the
proposed inspection. We have no way of
Cost on U.S.
operators
$14,960,000 per inspection cycle.
$2,530,000
determining the number of aircraft that
might need these replacements:
ON-CONDITION COSTS
Parts cost
per wing lift
strut
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Action
Labor cost per wing lift strut
Replacement of the wing lift strut and/or wing lift strut forks .....
4 work-hours × $85 per hour = $340 ....................
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Cost per
product per
wing lift
strut
$440
$780
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Federal Register / Vol. 78, No. 11 / Wednesday, January 16, 2013 / Proposed Rules
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 rulemaking
action.
Regulatory Findings
We have determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would 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 the proposed regulation:
(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),
(3) Will not affect intrastate aviation
in Alaska, and
(4) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
Type certificate holder
L–14 .................................................................
J5A (Army L–4F), J5A–80, J5B (Army L–4G),
J5C, AE–1, and HE–1.
PA–14 ..............................................................
PA–12 and PA–12S .........................................
PA–25, PA–25–235, and PA–25–260 .............
TG–8 (Army TG–8, Navy XLNP–1) .................
E–2 and F–2 ....................................................
J3C–40, J3C–50, J3C–50S, (Army L–4, L–
4B,L–4H, and L–4J), J3C–65 (Navy NE–1
and NE–2), J3C–65S, J3F–50, J3F–50S,
J3F–60, J3F–60S, J3F–65 (Army L–4D),
J3F–65S, J3L, J3L–S, J3L–65 (Army L–
4C), and J3L–65S.
J4, J4A, J4A–S, and J4E (Army L–4E) ...........
PA–11 and PA–11S .........................................
PA–15 ..............................................................
PA–16 and PA–16S .........................................
PA–17 ..............................................................
PA–18, PA–18S, PA–18 ‘‘105’’ (Special), PA–
18S ‘‘105’’ (Special), PA–18A, PA–18 ‘‘125’’
(Army L–21A), PA–18S ‘‘125’’, PA–18AS
‘‘125’’, PA–18 ‘‘135’’ (Army L–21B), PA–
18A ‘‘135’’, PA–18S ‘‘135’’, PA–18AS
‘‘135’’, PA–18 ‘‘150’’, PA–18A ‘‘150’’, PA–
18S ‘‘150’’, PA–18AS ‘‘150’’, PA–18A (Restricted), PA–18A ‘‘135’’ (Restricted), and
PA–18A ‘‘150’’ (Restricted).
PA–19 (Army L–18C), and PA–19S ................
PA–20, PA–20S, PA–20 ‘‘115’’, PA–20S
‘‘115’’, PA–20 ‘‘135’’, and PA–20S ‘‘135’’.
PA–22, PA–22–108, PA–22–135, PA–22S–
135, PA–22–150, PA–22S–150, PA–22–
160, and PA–22S–160.
FS 2002 Corporation ..........................................
FS 2003 Corporation ..........................................
LAVIA ARGENTINA S.A. (LAVIASA) .................
Piper Aircraft, Inc ................................................
Piper Aircraft, Inc ................................................
Piper Aircraft, Inc ................................................
Piper
Piper
Piper
Piper
Piper
Piper
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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. The FAA amends § 39.13 by
removing airworthiness directive (AD)
99–01–05, amendment 39–10972 (63 FR
72132, December 31, 1998), and adding
the following new AD:
■
Various Aircraft: Docket No. FAA–2013–
0023; Directorate Identifier 96–CE–072–
AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by March 4, 2013.
(b) Affected ADs
This AD revises AD 99–01–05, amendment
39–39–10972 (63 FR 72132, December 31,
1998), which superseded AD 93–10–06,
amendment 39–8586 (58 FR 29965, May 25,
1993). AD 99–26–19, amendment 39–11479
(64 FR 72524, December 28, 1999), also
relates to the subject of this AD.
(c) Applicability
This AD applies to the following aircraft
that are:
(1) equipped with wing lift struts; and
(2) certificated in any category.
Aircraft model
FS 2000 Corp .....................................................
FS 2001 Corp .....................................................
PART 39—AIRWORTHINESS
DIRECTIVES
Aircraft,
Aircraft,
Aircraft,
Aircraft,
Aircraft,
Aircraft,
Inc
Inc
Inc
Inc
Inc
Inc
................................................
................................................
................................................
................................................
................................................
................................................
Piper Aircraft, Inc ................................................
Piper Aircraft, Inc ................................................
Piper Aircraft, Inc. ...............................................
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Serial numbers
All
All.
14–1 through 14–523.
12–1 through 12–4036.
25–1 through 25–8156024.
All.
All.
All.
4–401 through 4–1649.
11–1 through 11–1678.
15–1 through 15–388.
16–1 through 16–736.
17–1 through 17–215.
18–1 through 18–8309025, 18900 through
1809032, and 1809034 through 1809040.
19–1, 19–2, and 19–3.
20–1 through 20–1121.
22–1 through 22–9848.
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Federal Register / Vol. 78, No. 11 / Wednesday, January 16, 2013 / Proposed Rules
Note to paragraph (c) of this AD: There are
airplanes commonly known as a ‘‘Clipped
Wing Cub’’, which modify the airplane
primarily by removing approximately 40
inches of the inboard portion of each wing.
Such airplanes originally were and still are
covered under this AD.
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 57, Wings.
(e) Unsafe Condition
The subject of this AD was originally
prompted by reports of corrosion damage
found on the wing lift struts. The AD is being
revised because of reports that paragraph (c)
in the existing AD is being misinterpreted
and causing confusion. This AD clarifies the
intent of the language currently in paragraph
(c) of AD 99–01–05, amendment 39–39–
10972 (63 FR 72132, December 31, 1998),
which is being removed by this AD. Our
intention was to specify that if a sealed wing
lift strut assembly is installed as a
replacement part, the repetitive inspection
requirement is terminated only if the seal
remains intact. This AD retains all the
actions currently required in AD 99–01–05.
There are no new requirements in this AD
and it does not add any additional burden to
the owners/operators of the affected
airplanes. We are issuing this AD to detect
and correct corrosion and cracking on the
front and rear wing lift struts and forks,
which could cause the wing lift strut to fail.
This failure could result in the wing
separating from the airplane.
(f) Paragraph Designation Changes to
Existing AD
Since AD 99–01–05, amendment 39–39–
10972 (63 FR 72132, December 31, 1998),
was issued, the AD format has been revised,
and certain paragraphs have been rearranged.
As a result, the corresponding paragraph
identifiers have changed in this AD, as listed
in the following table:
TABLE 1 TO PARAGRAPH (f) OF THIS
AD—REVISED PARAGRAPH IDENTIFIERS
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Requirement in AD
99–01–05
paragraph (a)
paragraph (a)(1)
paragraph (a)(1)(i)
paragraph (a)(1)(ii)
paragraph (a)(2)
paragraph (a)(2)(i)
paragraph (a)(2)(ii)
paragraph (a)(3)
paragraph (a)(4)
paragraph (a)(5)
paragraph (b)
paragraph (b)(1)
paragraph (b)(1)(i)
paragraph
(b)(1)(ii)(B) &
(b)(1)(iv)
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Corresponding
requirement in this
AD
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
17:15 Jan 15, 2013
(h)
(i)(1)
(i)(1)(i)
(i)(1)(ii)
(i)(2)
(i)(2)(i)
(i)(2)(ii)
(j)(1)
(j)(2)
(j)(3)
(k)
(l)
(l)(1)
(l)(2)
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TABLE 1 TO PARAGRAPH (f) OF THIS
AD—REVISED PARAGRAPH IDENTIFIERS—Continued
Requirement in AD
99–01–05
paragraph
(b)(1)(ii)(C) &
(b)(1)(iv)
paragraph
(b)(1)(ii)(A) &
(b)(1)(iv)
paragraph (b)(1)(iii),
(b)(2), (b)(1)(iv)
paragraph (b)(3) thru
(b)(3)(ii)
paragraph (b)(4) thru
(b)(4)(vi)
paragraph (b)(5) thru
(b)(5)(ii)
Paragraph (c)
paragraph (d)
paragraph (d)(1)
paragraph (d)(2)
Corresponding
requirement in this
AD
paragraph (l)(3)
paragraph (l)(4)
paragraph (m)(1)
paragraph (m)(2)
paragraph (m)(3) thru
(m)(3)(vi)
paragraph (m)(4)
Removed
paragraph (n)(1)
paragraph (n)(2)
paragraph (n)(3)
(g) Compliance
Comply with this AD within the
compliance times specified, unless already
done (compliance with AD 99–01–05,
amendment 39–10972 (63 FR 72132,
December 31, 1998)).
Note 1 to paragraph (g) of this AD: This
AD does not require any actions over that
already required by AD 99–01–05,
amendment 39–10972 (63 FR 72132,
December 31, 1998). This AD clarifies the
FAA’s intention that if a sealed wing lift strut
assembly is installed as a replacement part,
the repetitive inspection requirement is
terminated only if the seal is never broken.
Also, if the seal is broken, then that wing lift
strut becomes subject to continued repetitive
inspections. We did not intend to promote
drilling holes into or otherwise unsealing a
sealed strut, nor did we intend to preclude
a proper maintenance action that may
temporarily unseal a sealed strut if all
appropriate issues are considered, such as
static strength, fatigue, material effects,
immediate and long-term (internal and
external) corrosion protection, resealing
methods, etc.
(h) Remove Wing Lift Struts
Within 1 calendar month after February 8,
1999 (the effective date retained from AD 99–
01–05, amendment 39–10972 (63 FR 72132,
December 31, 1998)), or within 24 calendar
months after the last inspection done in
accordance with AD 93–10–06, amendment
39–8586 (58 FR 29965, May 25, 1993) (which
was superseded by AD 99–01–05), whichever
occurs later, remove the wing lift struts
following Piper Aircraft Corporation
Mandatory Service Bulletin (Piper MSB) No.
528D, dated October 19, 1990, or Piper MSB
No. 910A, dated October 10 1989, as
applicable. Before further flight after the
removal, do one of the actions in either
paragraph (i)(1), (i)(2), (j)(1), (j)(2), or (j)(3) of
this AD, including all subparagraphs.
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3359
(i) Inspect Wing Lift Struts
(1) Before further flight after the removal
required in paragraph (h) of this AD, inspect
each wing lift strut for corrosion and
perceptible dents following Piper MSB No.
528D, dated October 19, 1990, or Piper MSB
No. 910A, dated October 10 1989, as
applicable.
(i) If no corrosion is externally visible and
no perceptible dents are found on any wing
lift strut during the inspection required in
paragraph (i)(1) of this AD, before further
flight, apply corrosion inhibitor to each wing
lift strut. Apply the corrosion inhibitor
following Piper MSB No. 528D, dated
October 19, 1990, or Piper MSB No. 910A,
dated October 10 1989, as applicable.
Repetitively thereafter inspect each wing lift
strut at intervals not to exceed 24 calendar
months following the procedures in
paragraph (i)(1) or (i)(2) of this AD, including
all subparagraphs.
(ii) If external corrosion or perceptible
dents are found on any wing lift strut during
the inspection required in paragraph (i)(1) of
this AD or during any repetitive inspection
required in paragraph (i)(1)(i) of this AD,
before further flight, replace the affected
wing lift strut with one of the replacement
options specified in paragraph (j)(1), (j)(2), or
(j)(3) of this AD. Do the replacement
following the procedures specified in those
paragraphs, as applicable.
(2) Before further flight after the removal
required in paragraph (h) of this AD, inspect
each wing lift strut for corrosion following
the procedures in the Appendix to this AD.
This inspection must be done by a Level 2
or Level 3 inspector certified using the
guidelines established by the American
Society for Non-destructive Testing, or MIL–
STD–410.
(i) If no external corrosion is found on any
wing lift strut during the inspection required
in paragraph (i)(2) of this AD and all
requirements in the Appendix to this AD are
met, before further flight, apply corrosion
inhibitor to each wing lift strut. Apply the
corrosion inhibitor following Piper MSB No.
528D, dated October 19, 1990, or Piper MSB
No. 910A, dated October 10, 1989, as
applicable. Repetitively thereafter inspect
each wing lift strut at intervals not to exceed
24 calendar months following the procedures
in paragraph (i)(1) or (i)(2) of this AD,
including all subparagraphs.
(ii) If external corrosion is found on any
wing lift strut during the inspection required
paragraph (i)(2) of this AD or during any
repetitive inspection required in paragraph
(i)(2)(i) of this AD, or if any requirement in
the Appendix of this AD is not met, before
further flight after any inspection in which
corrosion is found or the Appendix
requirements are not met, replace the affected
wing lift strut with one of the replacement
options specified in paragraph (j)(1), (j)(2), or
(j)(3) of this AD. Do the replacement
following the procedures specified in those
paragraphs, as applicable.
(j) Wing Lift Strut Replacement Options
(1) Install original equipment manufacturer
(OEM) part number wing lift struts (or FAAapproved equivalent part numbers) that have
been inspected following the procedures in
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either paragraph (i)(1) or (i)(2) of this AD,
including all subparagraphs, and are found to
be airworthy. Do the installations following
Piper MSB No. 528D, dated October 19, 1990,
or Piper MSB No. 910A, dated October 10,
1989, as applicable. Repetitively thereafter
inspect the newly installed wing lift struts at
intervals not to exceed 24 calendar months
following the procedures in either paragraph
(i)(1) or (i)(2) of this AD, including all
subparagraphs.
(2) Install new sealed wing lift strut
assemblies (these sealed wing lift strut
assemblies also include the wing lift strut
forks) following Piper MSB No. 528D, dated
October 19, 1990, and Piper MSB No. 910A,
dated October 10, 1989, as applicable.
Installing one of these new sealed wing lift
strut assemblies terminates the repetitive
inspection requirements in paragraphs (i) and
(l) of this AD, including all sub paragraphs,
for that wing lift strut assembly.
(3) Install F. Atlee Dodge wing lift strut
assemblies following F. Atlee Dodge Aircraft
Services, Inc. Installation Instructions No.
3233–I for Modified Piper Wing Lift Struts
Supplemental Type Certificate (STC)
SA4635NM, dated February 1, 1991.
Repetitively thereafter inspect the newly
installed wing lift struts at intervals not to
exceed 60 calendar months following the
procedures in paragraph (i)(1) or (i)(2) of this
AD, including all subparagraphs.
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(k) Remove Wing Lift Strut Forks
For all affected airplane models, except for
Models PA–25, PA–25–235, and PA–25–260
airplanes, within the next 100 hours time-inservice (TIS) after February 8, 1999 (the
effective date retained from AD 99–01–05,
amendment 39–10972 (63 FR 72132,
December 31, 1998)) or within 500 hours TIS
after the last inspection done in accordance
with AD 93–10–06, amendment 39–8586 (58
FR 29965, May 25, 1993) (which was
superseded by AD 99–01–05), whichever
occurs later, remove the wing lift strut forks
(unless already replaced in accordance with
paragraph (j)(2) of this AD). Do the removal
following Piper MSB No. 528D, dated
October 19, 1990, or Piper MSB No. 910A,
dated October 10, 1989, as applicable. Before
further flight after the removal, do one of the
actions in either paragraph (l) or (m) of this
AD, including all subparagraphs.
(l) Inspect and Replace Wing Lift Strut Forks
Before further flight after the removal
required in paragraph (k) of this AD, inspect
the wing lift strut forks for cracks using
magnetic particle procedures, such as those
contained in FAA Advisory Circular (AC)
43.13–1B, Chapter 5, which can be found at
https://rgl.faa.gov/Regulatory_and_Guidance
_Library/rgAdvisoryCircular.nsf/0/
99C827DB9BAAC81B86256B4
500596C4E?Open
Document&Highlight=43.13-1b. Repetitively
thereafter inspect at intervals not to exceed
500 hours TIS until the replacement time
requirement specified in paragraph (l)(2) or
(l)(3) of this AD is reached provided no
cracks are found.
(1) If cracks are found during any
inspection required in paragraph (l) of this
AD or during any repetitive inspection
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required in paragraph (l)(2) or (l)(3) of this
AD, before further flight, replace the affected
wing lift strut forks with one of the
replacement options specified in paragraph
(m)(1), (m)(2), (m)(3), or (m)(4) of this AD. Do
the replacement following the procedures
specified in those paragraphs, as applicable.
(2) If no cracks are found during the initial
inspection required in paragraph (l) of this
AD and the airplane is currently equipped
with floats or has been equipped with floats
at any time during the previous 2,000 hours
TIS since the wing lift strut forks were
installed, at or before accumulating 1,000
hours TIS on the wing lift strut forks replace
the wing lift strut forks with one of the
replacement options specified in paragraph
(m)(1), (m)(2), (m)(3), or (m)(4) of this AD. Do
the replacement following the procedures
specified in those paragraphs, as applicable.
Repetitively thereafter inspect the newly
installed wing lift strut forks at intervals not
to exceed 500 hours TIS following the
procedures specified in paragraph (l) of this
AD, including all subparagraphs.
(3) If no cracks are found during the initial
inspection required in paragraph (l) of this
AD and the airplane has never been
equipped with floats during the previous
2,000 hours TIS since the wing lift strut forks
were installed, at or before accumulating
2,000 hours TIS on the wing lift strut forks,
replace the wing lift strut forks with one of
the replacement options specified in
paragraph (m)(1), (m)(2), (m)(3), or (m)(4) of
this AD. Do the replacement following the
procedures specified in those paragraphs, as
applicable. Repetitively thereafter inspect the
newly installed wing lift strut forks at
intervals not to exceed 500 hours TIS
following the procedures specified in
paragraph (l) of this AD, including all
subparagraphs.
(m) Wing Lift Strut Fork Replacement
Options
(1) Install new OEM part number wing lift
strut forks of the same part numbers of the
existing part (or FAA-approved equivalent
part numbers) that were manufactured with
rolled threads. Lift strut forks manufactured
with machine (cut) threads are not to be
used. Do the installations following Piper
MSB No. 528D, dated October 19, 1990, or
Piper MSB No. 910A, dated October 10, 1989,
as applicable. Repetitively thereafter inspect
the newly installed wing lift strut forks at
intervals not to exceed 500 hours TIS
following the procedures specified in
paragraph (l)(1) of this AD, including all
subparagraphs.
(2) Install new sealed wing lift strut
assemblies (these sealed wing lift strut
assemblies also include the wing lift strut
forks) following Piper MSB No. 528D, dated
October 19, 1990, and Piper MSB No. 910A,
dated October 10, 1989, as applicable. This
installation may have already been done
through the option specified in paragraph
(j)(2) of this AD. Installing one of these new
sealed wing lift strut assemblies terminates
the repetitive inspection requirement in
paragraphs (i) and (l) of this AD, including
all sub paragraphs, for that wing lift strut
assembly. Installing one of these new sealed
wing lift strut assemblies terminates the
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Sfmt 4702
repetitive replacement requirement in
paragraph (1) of this AD, including all sub
paragraphs, for that wing lift strut.
(3) For the airplanes specified below,
install Jensen Aircraft wing lift strut fork
assemblies specified below in the applicable
STC following Jensen Aircraft Installation
Instructions for Modified Lift Strut Fitting.
Installing one of these wing lift strut fork
assemblies terminates the repetitive
inspection requirement of this AD only for
that wing lift strut fork. Repetitively inspect
each wing lift strut as specified in paragraph
(i)(1) or (i)(2) of this AD, including all
subparagraphs.
(i) For Models PA–12 and PA–12S
airplanes: STC SA1583NM;
(ii) For Model PA–14 airplanes: STC
SA1584NM;
(iii) For Models PA–16 and PA–16S
airplanes: STC SA1590NM;
(iv) For Models PA–18, PA–18S, PA–18
‘‘105’’ (Special), PA–18S ‘‘105’’ (Special),
PA–18A, PA–18 ‘‘125’’ (Army L–21A), PA–
18S ‘‘125’’, PA–18AS ‘‘125’’, PA–18 ‘‘135’’
(Army L–21B), PA–18A ‘‘135’’, PA–18S
‘‘135’’, PA–18AS ‘‘135’’, PA–18 ‘‘150’’, PA–
18A ‘‘150’’, PA–18S ‘‘150’’, PA–18AS ‘‘150’’,
PA–18A (Restricted), PA–18A ‘‘135’’
(Restricted), and PA–18A ‘‘150’’ (Restricted)
airplanes: STC SA1585NM;
(v) For Models PA–20, PA–20S, PA–20
‘‘115’’, PA–20S ‘‘115’’, PA–20 ‘‘135’’, and
PA–20S ‘‘135’’ airplanes: STC SA1586NM;
and
(vi) For Model PA–22 airplanes: STC
SA1587NM.
(4) Install F. Atlee Dodge wing lift strut
assemblies following F. Atlee Dodge
Installation Instructions No. 3233–I for
Modified Piper Wing Lift Struts (STC
SA4635NM), dated February 1, 1991. This
installation may have already been done in
accordance paragraph (j)(3) of this AD.
Installing these wing lift strut assemblies
terminate the repetitive inspection
requirements of this AD for the wing lift strut
fork only. Repetitively inspect the wing lift
struts as specified in paragraph (i)(1) or (i)(2)
of this AD, including all subparagraphs.
(n) Install Placard
(1) Within 1 calendar month after February
8, 1999 (the effective date retained from AD
99–01–05, amendment 39–10972 (63 FR
72132, December 31, 1998)), or within 24
calendar months after the last inspection
required by AD 93–10–06 (58 FR 29965, May
25, 1993) (which was superseded by AD 99–
01–05), whichever occurs later, and before
further flight after any replacement of a wing
lift strut assembly required by this AD, do
one of the following:
(i) Install ‘‘NO STEP’’ decal, Piper
(P/N) 80944–02, on each wing lift strut
approximately 6 inches from the bottom of
the wing lift strut in a way that the letters can
be read when entering and exiting the
airplane; or
(ii) Paint the words ‘‘NO STEP’’
approximately 6 inches from the bottom of
the wing lift struts in a way that the letters
can be read when entering and exiting the
airplane. Use a minimum of 1-inch letters
using a color that contrasts with the color of
the airplane.
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(2) The ‘‘NO STEP’’ markings required by
paragraph (n)(1)(i) or (n)(1)(ii) of this AD
must remain in place for the life of the
airplane.
(o) Alternative Methods of Compliance
(AMOCs)
(1) 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. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in the
Related Information section of this AD.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) AMOCs approved for AD 93–10–06,
amendment 39–8586 (58 FR 29965, May 25,
1993) and AD 99–01–05, amendment 39–39–
10972 (63 FR 72132, December 31, 1998) are
approved as AMOCs for this AD.
(p) Related Information
(1) For more information about this AD,
contact Gregory K. Noles, Aerospace
Engineer, FAA, Atlanta ACO, 1701 Columbia
Avenue, College Park, Georgia 30337; phone:
(404) 474–5551; fax: (404) 474–5606; email:
gregory.noles@faa.gov.
(2) For service information identified in
this AD, contact Piper Aircraft, Inc.,
Customer Services, 2926 Piper Drive, Vero
Beach, Florida 32960; telephone: (772) 567–
4361; Internet: www.piper.com. Copies of the
instructions to the F. Atlee Dodge
supplemental type certificate (STC) and
information about the Jensen Aircraft STCs
may be obtained from F. Atlee Dodge,
Aircraft Services, LLC., 6672 Wes Way,
Anchorage, Alaska 99518–0409, Internet:
www.fadodge.com. You may review copies of
the referenced service information at the
FAA, Small Airplane Directorate, 901 Locust,
Kansas City, Missouri 64106. For information
on the availability of this material at the
FAA, call (816) 329–4148.
APPENDIX TO DOCKET NO. FAA–
2013–0023
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Procedures and Requirements for Ultrasonic
Inspection of Piper Wing Lift Struts
Equipment Requirements
1. A portable ultrasonic thickness gauge or
flaw detector with echo-to-echo digital
thickness readout capable of reading to
0.001-inch and an A-trace waveform display
will be needed to do this inspection.
2. An ultrasonic probe with the following
specifications will be needed to accomplish
this inspection: 10 MHz (or higher), 0.283inch (or smaller) diameter dual element or
delay line transducer designed for thickness
gauging. The transducer and ultrasonic
system shall be capable of accurately
measuring the thickness of AISI 4340 steel
down to 0.020-inch. An accuracy of +/¥
0.002-inch throughout a 0.020-inch to 0.050inch thickness range while calibrating shall
be the criteria for acceptance.
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3. Either a precision machined step wedge
made of 4340 steel (or similar steel with
equivalent sound velocity) or at least three
shim samples of same material will be
needed to accomplish this inspection. One
thickness of the step wedge or shim shall be
less than or equal to 0.020-inch, one shall be
greater than or equal to 0.050-inch, and at
least one other step or shim shall be between
these two values.
4. Glycerin, light oil, or similar non-water
based ultrasonic couplants are recommended
in the setup and inspection procedures.
Water-based couplants, containing
appropriate corrosion inhibitors, may be
utilized, provided they are removed from
both the reference standards and the test item
after the inspection procedure is completed
and adequate corrosion prevention steps are
then taken to protect these items.
• Note: Couplant is defined as ‘‘a
substance used between the face of the
transducer and test surface to improve
transmission of ultrasonic energy across the
transducer/strut interface.’’
• Note: If surface roughness due to paint
loss or corrosion is present, the surface
should be sanded or polished smooth before
testing to assure a consistent and smooth
surface for making contact with the
transducer. Care shall be taken to remove a
minimal amount of structural material. Paint
repairs may be necessary after the inspection
to prevent further corrosion damage from
occurring. Removal of surface irregularities
will enhance the accuracy of the inspection
technique.
Instrument Setup
1. Set up the ultrasonic equipment for
thickness measurements as specified in the
instrument’s user’s manual. Because of the
variety of equipment available to perform
ultrasonic thickness measurements, some
modification to this general setup procedure
may be necessary. However, the tolerance
requirement of step 13 and the record
keeping requirement of step 14, must be
satisfied.
2. If battery power will be employed, check
to see that the battery has been properly
charged. The testing will take approximately
two hours. Screen brightness and contrast
should be set to match environmental
conditions.
3. Verify that the instrument is set for the
type of transducer being used, i.e. single or
dual element, and that the frequency setting
is compatible with the transducer.
4. If a removable delay line is used, remove
it and place a drop of couplant between the
transducer face and the delay line to assure
good transmission of ultrasonic energy.
Reassemble the delay line transducer and
continue.
5. Program a velocity of 0.231-inch/
microsecond into the ultrasonic unit unless
an alternative instrument calibration
procedure is used to set the sound velocity.
6. Obtain a step wedge or steel shims per
item 3 of the EQUIPMENT REQUIREMENTS.
Place the probe on the thickest sample using
couplant. Rotate the transducer slightly back
and forth to ‘‘ring’’ the transducer to the
sample. Adjust the delay and range settings
to arrive at an A-trace signal display with the
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3361
first backwall echo from the steel near the left
side of the screen and the second backwall
echo near the right of the screen. Note that
when a single element transducer is used, the
initial pulse and the delay line/steel interface
will be off of the screen to the left. Adjust the
gain to place the amplitude of the first
backwall signal at approximately 80% screen
height on the A-trace.
7. ‘‘Ring’’ the transducer on the thinnest
step or shim using couplant. Select positive
half-wave rectified, negative half-wave
rectified, or filtered signal display to obtain
the cleanest signal. Adjust the pulse voltage,
pulse width, and damping to obtain the best
signal resolution. These settings can vary
from one transducer to another and are also
user dependent.
8. Enable the thickness gate, and adjust the
gate so that it starts at the first backwall echo
and ends at the second backwall echo.
(Measuring between the first and second
backwall echoes will produce a measurement
of the steel thickness that is not affected by
the paint layer on the strut). If instability of
the gate trigger occurs, adjust the gain, gate
level, and/or damping to stabilize the
thickness reading.
9. Check the digital display reading and if
it does not agree with the known thickness
of the thinnest thickness, follow your
instrument’s calibration recommendations to
produce the correct thickness reading. When
a single element transducer is used this will
usually involve adjusting the fine delay
setting.
10. Place the transducer on the thickest
step of shim using couplant. Adjust the
thickness gate width so that the gate is
triggered by the second backwall reflection of
the thick section. If the digital display does
not agree with the thickest thickness, follow
your instruments calibration
recommendations to produce the correct
thickness reading. A slight adjustment in the
velocity may be necessary to get both the
thinnest and the thickest reading correct.
Document the changed velocity value.
11. Place couplant on an area of the lift
strut which is thought to be free of corrosion
and ‘‘ring’’ the transducer to surface. Minor
adjustments to the signal and gate settings
may be required to account for coupling
improvements resulting from the paint layer.
The thickness gate level should be set just
high enough so as not to be triggered by
irrelevant signal noise. An area on the upper
surface of the lift strut above the inspection
area would be a good location to complete
this step and should produce a thickness
reading between 0.034-inch and 0.041-inch.
12. Repeat steps 8, 9, 10, and 11 until both
thick and thin shim measurements are within
tolerance and the lift strut measurement is
reasonable and steady.
13. Verify that the thickness value shown
in the digital display is within +/¥ 0.002inch of the correct value for each of the three
or more steps of the setup wedge or shims.
Make no further adjustments to the
instrument settings.
14. Record the ultrasonic versus actual
thickness of all wedge steps or steel shims
available as a record of setup.
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Federal Register / Vol. 78, No. 11 / Wednesday, January 16, 2013 / Proposed Rules
Inspection Procedure
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1. Clean the lower 18 inches of the wing
lift struts using a cleaner that will remove all
dirt and grease. Dirt and grease will adversely
affect the accuracy of the inspection
technique. Light sanding or polishing may
also be required to reduce surface roughness
as noted in the EQUIPMENT
REQUIREMENTS section.
2. Using a flexible ruler, draw a 1/4-inch
grid on the surface of the first 11 inches from
the lower end of the strut as shown in Piper
Service Bulletin No. 528D or 910A, as
applicable. This can be done using a soft (#2)
pencil and should be done on both faces of
the strut. As an alternative to drawing a
complete grid, make two rows of marks
spaced every 1/4-inch across the width of the
strut. One row of marks should be about 11
inches from the lower end of the strut, and
the second row should be several inches
away where the strut starts to narrow. Lay the
flexible ruler between respective tick marks
of the two rows and use tape or a rubber band
to keep the ruler in place. See Figure 1.
3. Apply a generous amount of couplant
inside each of the square areas or along the
edge of the ruler. Re-application of couplant
may be necessary.
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4. Place the transducer inside the first
square area of the drawn grid or at the first
1/4-inch mark on the ruler and ‘‘ring’’ the
transducer to the strut. When using a dual
element transducer, be very careful to record
the thickness value with the axis of the
transducer elements perpendicular to any
curvature in the strut. If this is not done, loss
of signal or inaccurate readings can result.
5. Take readings inside each square on the
grid or at 1/4-inch increments along the ruler
and record the results. When taking a
thickness reading, rotate the transducer
slightly back and forth and experiment with
the angle of contact to produce the lowest
thickness reading possible. Pay close
attention to the A-scan display to assure that
the thickness gate is triggering off of
maximized backwall echoes.
• Note: A reading shall not exceed .041
inch. If a reading exceeds .041-inch, repeat
steps 13 and 14 of the INSTRUMENT SETUP
section before proceeding further.
6. If the A-trace is unsteady or the
thickness reading is clearly wrong, adjust the
signal gain and/or gate setting to obtain
reasonable and steady readings. If any
instrument setting is adjusted, repeat steps 13
and 14 of the INSTRUMENT SETUP section
before proceeding further.
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7. In areas where obstructions are present,
take a data point as close to the correct area
as possible.
• Note: The strut wall contains a
fabrication bead at approximately 40% of the
strut chord. The bead may interfere with
accurate measurements in that specific
location.
8. A measurement of 0.024-inch or less
shall require replacement of the strut prior to
further flight.
9. If at any time during testing an area is
encountered where a valid thickness
measurement cannot be obtained due to a
loss of signal strength or quality, the area
shall be considered suspect. These areas may
have a remaining wall thickness of less than
0.020-inch, which is below the range of this
setup, or they may have small areas of
localized corrosion or pitting present. The
latter case will result in a reduction in signal
strength due to the sound being scattered
from the rough surface and may result in a
signal that includes echoes from the pits as
well as the backwall. The suspect area(s)
shall be tested with a Maule ‘‘Fabric Tester’’
as specified in Piper Service Bulletin No.
528D or 910A.
10. Record the lift strut inspection in the
aircraft log book.
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3362
Federal Register / Vol. 78, No. 11 / Wednesday, January 16, 2013 / Proposed Rules
Issued in Kansas City, Missouri, on January
10, 2013.
John Colomy,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2013–00807 Filed 1–15–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–1318; Directorate
Identifier 2012–NM–104–AD]
Examining the AD Docket
RIN 2120–AA64
Airworthiness Directives; the Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
The Boeing Company Model 747–200B,
747–300, 747–400, 747–400D, 747–400F
series airplanes, and Model 767 series
airplanes, powered by General Electric
(GE) CF6–80C2 engines. This proposed
AD was prompted by reports of failure
of the electro-mechanical brake flex
shaft (short flexshaft) of the thrust
reverser actuation system (TRAS). This
proposed AD would require replacing
the short flexshaft on each engine with
a new short flexshaft, testing of the
electro-mechanical brake and center
drive unit (CDU) cone brake to verify
the holding torque, and performing
related investigative and corrective
actions if necessary. We are proposing
this AD to prevent an uncommanded inflight thrust reverser deployment and
consequent loss of control of the
airplane.
SUMMARY:
We must receive comments on
this proposed AD by March 4, 2013.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
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DATES:
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For service information identified in
this proposed AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; Internet https://
www.myboeingfleet.com.You may
review copies of the referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue
SW., Renton, WA. For information on
the availability of this material at the
FAA, call 425–227–1221.
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Tung Tran, Aerospace Engineer,
Propulsion Branch, ANM–140S, Seattle
Aircraft Certification Office (ACO),
FAA, 1601 Lind Avenue SW., Renton,
WA 98057–3356; phone: 425–917–6505;
fax: 425–917–6590; email:
Tung.Tran@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2012–1318; Directorate Identifier 2012–
NM–104–AD’’ at the beginning of your
comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
We have received multiple reports of
failure of the short flexshaft of the TRAS
on Model 747 and 767 airplanes
PO 00000
Frm 00008
Fmt 4702
Sfmt 4702
3363
powered with GE CF6–80C2 engines.
The TRAS brake was installed as a third
lock to prevent an uncommanded thrust
reverser deployment on Model 747 and
767 airplanes powered by GE CF6–80C2
engines. The failed short flexshafts were
found to have cores that had become
sheared and unbraided. A new short
flexshaft design has been developed that
incorporates a better end fitting
attachment and a larger core diameter
with the core wound specifically for use
on a left and right thrust reverser half to
increase its resistance to failure. We are
proposing this AD to prevent an
uncommanded in-flight thrust reverser
deployment and consequent loss of
control of the airplane.
Other Related Rulemaking
On August 13, 2003, we issued AD
2003–16–16, Amendment 39–13269 (68
FR 51439, August 27, 2003), for Model
747–400 series airplanes equipped with
GE Model CF6–80C2 series engines. AD
2003–16–16 requires repetitive tests of
the cone brake of the CDU of the thrust
reversers, and corrective actions if
necessary; installation of a TRAS lock
and various related modifications and
installations. Following installation of
the TRAS lock, this action also requires
repetitive functional tests of the TRAS
lock, and corrective action if necessary.
On July 18, 2000, we issued AD 2000–
15–04, Amendment 39–11833 (65 FR
47252, August 2, 2000), for Model 747–
200 and –300 series airplanes equipped
with GE Model CF6–80C2 series engines
with Power Management Control engine
controls. AD 2000–15–04 requires
various inspections and functional tests
to detect discrepancies of the thrust
reverser control and indication system,
and correction of any discrepancy
found; and installation of a terminating
modification, and repetitive functional
tests of that installation, and repair, if
necessary.
On April 26, 2000, we issued AD
2000–09–04, Amendment 39–11712 (65
FR 25833, May 4, 2000), for Model 767
series airplanes equipped with GE
Model CF6–80C2 series engines. AD
2000–09–04 requires tests, inspections,
and adjustments of the thrust reverser
system; and installation of a terminating
modification, and repetitive follow-on
actions.
Relevant Service Information
We reviewed Boeing Alert Service
Bulletin 747–78A2185, dated October
26, 2010; and Boeing Alert Service
Bulletin 767–78A0100, dated October
26, 2010. This service information
describes procedures for replacing the
short flexshaft of each thrust reverser
E:\FR\FM\16JAP1.SGM
16JAP1
]]>Agencies
[Federal Register Volume 78, Number 11 (Wednesday, January 16, 2013)]
[Proposed Rules]
[Pages 3356-3363]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-00807]
========================================================================
Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
========================================================================
Federal Register / Vol. 78, No. 11 / Wednesday, January 16, 2013 /
Proposed Rules
[[Page 3356]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0023; Directorate Identifier 96-CE-072-AD]
RIN 2120-AA64
Airworthiness Directives; Various Aircraft Equipped With Wing
Lift Struts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to revise an existing airworthiness directive (AD)
that applies to certain aircraft equipped with wing lift struts. The
existing AD currently requires repetitively inspecting the wing lift
struts for corrosion; repetitively inspecting the wing lift strut forks
for cracks; replacing any corroded wing lift strut; replacing any
cracked wing lift strut fork; and repetitively replacing the wing lift
strut forks at a specified time for certain airplanes. The existing AD
also currently requires incorporating a ``NO STEP'' placard on the wing
lift strut. Since we issued that AD, we have been informed that
paragraph (c) in the existing AD is being misinterpreted and causing
confusion. This proposed AD would clarify the intent of the language
currently in paragraph (c) of the existing AD and would retain all
other requirements of the existing AD. We are proposing this AD to
correct the unsafe condition on these products.
DATES: We must receive comments on this proposed AD by March 4, 2013.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Piper Aircraft, Inc., Customer Services, 2926 Piper Drive, Vero Beach,
Florida 32960; telephone: (772) 567-4361; Internet: www.piper.com.
Copies of the instructions to the F. Atlee Dodge supplemental type
certificate (STC) and information about the Jensen Aircraft STCs may be
obtained from F. Atlee Dodge, Aircraft Services, LLC., 6672 Wes Way,
Anchorage, Alaska 99518-0409, Internet: www.fadodge.com. You may review
copies of the referenced service information at the FAA, Small Airplane
Directorate, 901 Locust, Kansas City, Missouri 64106. For information
on the availability of this material at the FAA, call (816) 329-4148.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (phone: 800-647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Gregory ``Keith'' Noles, Aerospace
Engineer, FAA, Atlanta Aircraft Certification Office, 1701 Columbia
Avenue, College Park, Georgia 30337; phone: (404) 474-5551; fax: (404)
474-5606; email: gregory.noles@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2013-0023;
Directorate Identifier 96-CE-072-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On December 22, 1998, we issued AD 99-01-05, amendment 39-10972 (63
FR 72132, December 31, 1998), for all The New Piper Aircraft, Inc.
(currently Piper Aircraft, Inc.) airplane models equipped with wing
lift struts. That AD superseded AD 93-10-06, amendment 39-8586 (58 FR
29965, May 25, 1993), and requires repetitively inspecting the wing
lift struts for corrosion; repetitively inspecting the wing lift strut
forks for cracks; replacing any corroded and/or dented wing lift strut;
replacing any cracked wing lift strut fork; and repetitively replacing
the wing lift strut forks at a specified time for certain airplanes.
That AD also requires incorporating a ``NO STEP'' placard on the wing
lift strut and provides the option of installing certain sealed wing
lift struts that include the lift strut forks as terminating action for
repetitive inspection and replacement requirements.
AD 93-10-06, amendment 39-8586 (58 FR 29965, May 25, 1993),
resulted from reports of corrosion damage found on the wing lift struts
and cracking found on the wing lift strut forks. AD 99-01-05, amendment
39-10972 (63 FR 72132, December 31, 1998), resulted from a need to
clarify certain requirements of AD 93-10-06, eliminated the lift strut
fork repetitive inspection requirement for the Piper PA-25 series
airplanes, incorporated airplane models inadvertently omitted from the
applicability, and required installing a placard on the lift strut.
We issued both ADs to detect and correct corrosion and cracking on
the front and rear wing lift struts and forks, which could cause the
wing lift strut to fail. This failure could result in the wing
separating from the airplane.
[[Page 3357]]
Actions Since Existing AD Was Issued
Since we issued AD 99-01-05, amendment 39-39-10972 (63 FR 72132,
December 31, 1998), we have been informed that the language in
paragraph (c) is being misinterpreted and causing confusion. Paragraph
(c) of the existing AD currently states, ``If holes are drilled in wing
lift strut assemblies installed in accordance with (a)(4) or (b)(3) of
this AD to attach cuffs, door clips, or other hardware, inspect the
wing lift struts at intervals not to exceed 24 calendar months using
the procedures specified in either paragraphs (a)(1) or (a)(2),
including all subparagraphs, of this AD.''
Our intention was to specify that if a sealed wing lift strut
assembly is installed as a replacement part, the repetitive inspection
requirement is terminated only if the seal is never broken. We also
intended to specify that if the seal is broken then that wing lift
strut becomes subject to continued repetitive inspections.
We did not intend to promote drilling holes into or otherwise
unsealing a sealed strut, nor did we intend to preclude a proper
maintenance action that may temporarily unseal a sealed strut if all
appropriate issues are considered, such as static strength, fatigue,
material effects, immediate and long-term (internal and external)
corrosion protection, resealing methods, etc. Current FAA regulations
in 14 CFR 43.13(b) specify that maintenance performed will result in
the part's condition to be at least equal to its original or properly
altered condition. There are provisions in this proposed AD for
approving such actions as an alternative method of compliance (AMOC).
Also, some type certificates held by Piper at the time AD 99-01-05,
amendment 39-39-10972 (63 FR 72132, December 31, 1998), was issued now
belong to other owners. We have modified the applicability to reflect
these changes in ownership.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would retain all requirements of AD 99-01-05,
amendment 39-39-10972 (63 FR 72132, December 31, 1998). This proposed
AD would also clarify our intent of required actions if the seal on a
sealed wing lift strut is ever broken.
Paragraph Designation Changes to the Existing AD
Since AD 99-01-05, amendment 39-39-10972 (63 FR 72132, December 31,
1998), was issued, the AD format has been revised, and certain
paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this proposed AD, as listed in
the following table:
Table 1--Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement in this
Requirement in AD 99-01-05 proposed AD
------------------------------------------------------------------------
paragraph (a) paragraph (h)
paragraph (a)(1) paragraph (i)(1)
paragraph (a)(1)(i) paragraph (i)(1)(i)
paragraph (a)(1)(ii) paragraph (i)(1)(ii)
paragraph (a)(2) paragraph (i)(2)
paragraph (a)(2)(i) paragraph (i)(2)(i)
paragraph (a)(2)(ii) paragraph (i)(2)(ii)
paragraph (a)(3) paragraph (j)(1)
paragraph (a)(4) paragraph (j)(2)
paragraph (a)(5) paragraph (j)(3)
paragraph (b) paragraph (k)
paragraph (b)(1) paragraph (l)
paragraph (b)(1)(i) paragraph (l)(1)
paragraph (b)(1)(ii)(B) & paragraph (l)(2)
(b)(1)(iv)
paragraph (b)(1)(ii)(C) & paragraph (l)(3)
(b)(1)(iv)
paragraph (b)(1)(ii)(A) & paragraph (l)(4)
(b)(1)(iv)
paragraph (b)(1)(iii), (b)(2), paragraph (m)(1)
(b)(1)(iv)
paragraph (b)(3) thru (b)(3)(ii) paragraph (m)(2)
paragraph (b)(4) thru (b)(4)(vi) paragraph (m)(3) thru (m)(3)(vi)
paragraph (b)(5) thru (b)(5)(ii) paragraph (m)(4)
paragraph (c) removed
paragraph (d) paragraph (n)(1)
paragraph (d)(1) paragraph (n)(2)
paragraph (d)(2) paragraph (n)(3)
------------------------------------------------------------------------
Costs of Compliance
We estimate that this proposed AD affects 22,000 airplanes of U.S.
registry. We estimate the following costs to comply with this proposed
AD. However, the only difference in the costs presented below and the
costs associated with AD 99-01-05, amendment 39-39-10972 (63 FR 72132,
December 31, 1998), is the change in the labor rate from $65 per hour
to $85 per hour:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspection of the wing lift 8 work-hours x $85 Not applicable.... $680 per $14,960,000 per
struts and wing lift strut per hour = $680 inspection cycle.. inspection cycle.
forks. per inspection
cycle.
Installation placard........... 1 work-hour x $85 = $30............... $115.............. $2,530,000
$85.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary replacements
that would be required based on the results of the proposed inspection.
We have no way of determining the number of aircraft that might need
these replacements:
On-condition Costs
------------------------------------------------------------------------
Cost per
Labor cost per Parts cost product per
Action wing lift strut per wing wing lift
lift strut strut
------------------------------------------------------------------------
Replacement of the wing lift 4 work-hours x $440 $780
strut and/or wing lift strut $85 per hour =
forks. $340.
------------------------------------------------------------------------
[[Page 3358]]
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
rulemaking action.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 the proposed
regulation:
(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),
(3) Will not affect intrastate aviation in Alaska, and
(4) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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. The FAA amends Sec. 39.13 by removing airworthiness directive (AD)
99-01-05, amendment 39-10972 (63 FR 72132, December 31, 1998), and
adding the following new AD:
Various Aircraft: Docket No. FAA-2013-0023; Directorate Identifier
96-CE-072-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by March 4,
2013.
(b) Affected ADs
This AD revises AD 99-01-05, amendment 39-39-10972 (63 FR 72132,
December 31, 1998), which superseded AD 93-10-06, amendment 39-8586
(58 FR 29965, May 25, 1993). AD 99-26-19, amendment 39-11479 (64 FR
72524, December 28, 1999), also relates to the subject of this AD.
(c) Applicability
This AD applies to the following aircraft that are:
(1) equipped with wing lift struts; and
(2) certificated in any category.
------------------------------------------------------------------------
Type certificate holder Aircraft model Serial numbers
------------------------------------------------------------------------
FS 2000 Corp................ L-14................ All
FS 2001 Corp................ J5A (Army L-4F), J5A- All.
80, J5B (Army L-
4G), J5C, AE-1, and
HE-1.
FS 2002 Corporation......... PA-14............... 14-1 through 14-523.
FS 2003 Corporation......... PA-12 and PA-12S.... 12-1 through 12-
4036.
LAVIA ARGENTINA S.A. PA-25, PA-25-235, 25-1 through 25-
(LAVIASA). and PA-25-260. 8156024.
Piper Aircraft, Inc......... TG-8 (Army TG-8, All.
Navy XLNP-1).
Piper Aircraft, Inc......... E-2 and F-2......... All.
Piper Aircraft, Inc......... J3C-40, J3C-50, J3C- All.
50S, (Army L-4, L-
4B,L-4H, and L-4J),
J3C-65 (Navy NE-1
and NE-2), J3C-65S,
J3F-50, J3F-50S,
J3F-60, J3F-60S,
J3F-65 (Army L-4D),
J3F-65S, J3L, J3L-
S, J3L-65 (Army L-
4C), and J3L-65S.
Piper Aircraft, Inc......... J4, J4A, J4A-S, and 4-401 through 4-
J4E (Army L-4E). 1649.
Piper Aircraft, Inc......... PA-11 and PA-11S.... 11-1 through 11-
1678.
Piper Aircraft, Inc......... PA-15............... 15-1 through 15-388.
Piper Aircraft, Inc......... PA-16 and PA-16S.... 16-1 through 16-736.
Piper Aircraft, Inc......... PA-17............... 17-1 through 17-215.
Piper Aircraft, Inc......... PA-18, PA-18S, PA-18 18-1 through 18-
``105'' (Special), 8309025, 18900
PA-18S ``105'' through 1809032,
(Special), PA-18A, and 1809034 through
PA-18 ``125'' (Army 1809040.
L-21A), PA-18S
``125'', PA-18AS
``125'', PA-18
``135'' (Army L-
21B), PA-18A
``135'', PA-18S
``135'', PA-18AS
``135'', PA-18
``150'', PA-18A
``150'', PA-18S
``150'', PA-18AS
``150'', PA-18A
(Restricted), PA-
18A ``135''
(Restricted), and
PA-18A ``150''
(Restricted).
Piper Aircraft, Inc......... PA-19 (Army L-18C), 19-1, 19-2, and 19-
and PA-19S. 3.
Piper Aircraft, Inc......... PA-20, PA-20S, PA-20 20-1 through 20-
``115'', PA-20S 1121.
``115'', PA-20
``135'', and PA-20S
``135''.
Piper Aircraft, Inc......... PA-22, PA-22-108, PA- 22-1 through 22-
22-135, PA-22S-135, 9848.
PA-22-150, PA-22S-
150, PA-22-160, and
PA-22S-160.
------------------------------------------------------------------------
[[Page 3359]]
Note to paragraph (c) of this AD: There are airplanes commonly
known as a ``Clipped Wing Cub'', which modify the airplane primarily
by removing approximately 40 inches of the inboard portion of each
wing. Such airplanes originally were and still are covered under
this AD.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 57, Wings.
(e) Unsafe Condition
The subject of this AD was originally prompted by reports of
corrosion damage found on the wing lift struts. The AD is being
revised because of reports that paragraph (c) in the existing AD is
being misinterpreted and causing confusion. This AD clarifies the
intent of the language currently in paragraph (c) of AD 99-01-05,
amendment 39-39-10972 (63 FR 72132, December 31, 1998), which is
being removed by this AD. Our intention was to specify that if a
sealed wing lift strut assembly is installed as a replacement part,
the repetitive inspection requirement is terminated only if the seal
remains intact. This AD retains all the actions currently required
in AD 99-01-05. There are no new requirements in this AD and it does
not add any additional burden to the owners/operators of the
affected airplanes. We are issuing this AD to detect and correct
corrosion and cracking on the front and rear wing lift struts and
forks, which could cause the wing lift strut to fail. This failure
could result in the wing separating from the airplane.
(f) Paragraph Designation Changes to Existing AD
Since AD 99-01-05, amendment 39-39-10972 (63 FR 72132, December
31, 1998), was issued, the AD format has been revised, and certain
paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this AD, as listed in the
following table:
Table 1 to Paragraph (f) of This AD--Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement in this
Requirement in AD 99-01-05 AD
------------------------------------------------------------------------
paragraph (a) paragraph (h)
paragraph (a)(1) paragraph (i)(1)
paragraph (a)(1)(i) paragraph (i)(1)(i)
paragraph (a)(1)(ii) paragraph (i)(1)(ii)
paragraph (a)(2) paragraph (i)(2)
paragraph (a)(2)(i) paragraph (i)(2)(i)
paragraph (a)(2)(ii) paragraph (i)(2)(ii)
paragraph (a)(3) paragraph (j)(1)
paragraph (a)(4) paragraph (j)(2)
paragraph (a)(5) paragraph (j)(3)
paragraph (b) paragraph (k)
paragraph (b)(1) paragraph (l)
paragraph (b)(1)(i) paragraph (l)(1)
paragraph (b)(1)(ii)(B) & paragraph (l)(2)
(b)(1)(iv)
paragraph (b)(1)(ii)(C) & paragraph (l)(3)
(b)(1)(iv)
paragraph (b)(1)(ii)(A) & paragraph (l)(4)
(b)(1)(iv)
paragraph (b)(1)(iii), (b)(2), paragraph (m)(1)
(b)(1)(iv)
paragraph (b)(3) thru (b)(3)(ii) paragraph (m)(2)
paragraph (b)(4) thru (b)(4)(vi) paragraph (m)(3) thru (m)(3)(vi)
paragraph (b)(5) thru (b)(5)(ii) paragraph (m)(4)
Paragraph (c) Removed
paragraph (d) paragraph (n)(1)
paragraph (d)(1) paragraph (n)(2)
paragraph (d)(2) paragraph (n)(3)
------------------------------------------------------------------------
(g) Compliance
Comply with this AD within the compliance times specified,
unless already done (compliance with AD 99-01-05, amendment 39-10972
(63 FR 72132, December 31, 1998)).
Note 1 to paragraph (g) of this AD: This AD does not require any
actions over that already required by AD 99-01-05, amendment 39-
10972 (63 FR 72132, December 31, 1998). This AD clarifies the FAA's
intention that if a sealed wing lift strut assembly is installed as
a replacement part, the repetitive inspection requirement is
terminated only if the seal is never broken. Also, if the seal is
broken, then that wing lift strut becomes subject to continued
repetitive inspections. We did not intend to promote drilling holes
into or otherwise unsealing a sealed strut, nor did we intend to
preclude a proper maintenance action that may temporarily unseal a
sealed strut if all appropriate issues are considered, such as
static strength, fatigue, material effects, immediate and long-term
(internal and external) corrosion protection, resealing methods,
etc.
(h) Remove Wing Lift Struts
Within 1 calendar month after February 8, 1999 (the effective
date retained from AD 99-01-05, amendment 39-10972 (63 FR 72132,
December 31, 1998)), or within 24 calendar months after the last
inspection done in accordance with AD 93-10-06, amendment 39-8586
(58 FR 29965, May 25, 1993) (which was superseded by AD 99-01-05),
whichever occurs later, remove the wing lift struts following Piper
Aircraft Corporation Mandatory Service Bulletin (Piper MSB) No.
528D, dated October 19, 1990, or Piper MSB No. 910A, dated October
10 1989, as applicable. Before further flight after the removal, do
one of the actions in either paragraph (i)(1), (i)(2), (j)(1),
(j)(2), or (j)(3) of this AD, including all subparagraphs.
(i) Inspect Wing Lift Struts
(1) Before further flight after the removal required in
paragraph (h) of this AD, inspect each wing lift strut for corrosion
and perceptible dents following Piper MSB No. 528D, dated October
19, 1990, or Piper MSB No. 910A, dated October 10 1989, as
applicable.
(i) If no corrosion is externally visible and no perceptible
dents are found on any wing lift strut during the inspection
required in paragraph (i)(1) of this AD, before further flight,
apply corrosion inhibitor to each wing lift strut. Apply the
corrosion inhibitor following Piper MSB No. 528D, dated October 19,
1990, or Piper MSB No. 910A, dated October 10 1989, as applicable.
Repetitively thereafter inspect each wing lift strut at intervals
not to exceed 24 calendar months following the procedures in
paragraph (i)(1) or (i)(2) of this AD, including all subparagraphs.
(ii) If external corrosion or perceptible dents are found on any
wing lift strut during the inspection required in paragraph (i)(1)
of this AD or during any repetitive inspection required in paragraph
(i)(1)(i) of this AD, before further flight, replace the affected
wing lift strut with one of the replacement options specified in
paragraph (j)(1), (j)(2), or (j)(3) of this AD. Do the replacement
following the procedures specified in those paragraphs, as
applicable.
(2) Before further flight after the removal required in
paragraph (h) of this AD, inspect each wing lift strut for corrosion
following the procedures in the Appendix to this AD. This inspection
must be done by a Level 2 or Level 3 inspector certified using the
guidelines established by the American Society for Non-destructive
Testing, or MIL-STD-410.
(i) If no external corrosion is found on any wing lift strut
during the inspection required in paragraph (i)(2) of this AD and
all requirements in the Appendix to this AD are met, before further
flight, apply corrosion inhibitor to each wing lift strut. Apply the
corrosion inhibitor following Piper MSB No. 528D, dated October 19,
1990, or Piper MSB No. 910A, dated October 10, 1989, as applicable.
Repetitively thereafter inspect each wing lift strut at intervals
not to exceed 24 calendar months following the procedures in
paragraph (i)(1) or (i)(2) of this AD, including all subparagraphs.
(ii) If external corrosion is found on any wing lift strut
during the inspection required paragraph (i)(2) of this AD or during
any repetitive inspection required in paragraph (i)(2)(i) of this
AD, or if any requirement in the Appendix of this AD is not met,
before further flight after any inspection in which corrosion is
found or the Appendix requirements are not met, replace the affected
wing lift strut with one of the replacement options specified in
paragraph (j)(1), (j)(2), or (j)(3) of this AD. Do the replacement
following the procedures specified in those paragraphs, as
applicable.
(j) Wing Lift Strut Replacement Options
(1) Install original equipment manufacturer (OEM) part number
wing lift struts (or FAA-approved equivalent part numbers) that have
been inspected following the procedures in
[[Page 3360]]
either paragraph (i)(1) or (i)(2) of this AD, including all
subparagraphs, and are found to be airworthy. Do the installations
following Piper MSB No. 528D, dated October 19, 1990, or Piper MSB
No. 910A, dated October 10, 1989, as applicable. Repetitively
thereafter inspect the newly installed wing lift struts at intervals
not to exceed 24 calendar months following the procedures in either
paragraph (i)(1) or (i)(2) of this AD, including all subparagraphs.
(2) Install new sealed wing lift strut assemblies (these sealed
wing lift strut assemblies also include the wing lift strut forks)
following Piper MSB No. 528D, dated October 19, 1990, and Piper MSB
No. 910A, dated October 10, 1989, as applicable. Installing one of
these new sealed wing lift strut assemblies terminates the
repetitive inspection requirements in paragraphs (i) and (l) of this
AD, including all sub paragraphs, for that wing lift strut assembly.
(3) Install F. Atlee Dodge wing lift strut assemblies following
F. Atlee Dodge Aircraft Services, Inc. Installation Instructions No.
3233-I for Modified Piper Wing Lift Struts Supplemental Type
Certificate (STC) SA4635NM, dated February 1, 1991. Repetitively
thereafter inspect the newly installed wing lift struts at intervals
not to exceed 60 calendar months following the procedures in
paragraph (i)(1) or (i)(2) of this AD, including all subparagraphs.
(k) Remove Wing Lift Strut Forks
For all affected airplane models, except for Models PA-25, PA-
25-235, and PA-25-260 airplanes, within the next 100 hours time-in-
service (TIS) after February 8, 1999 (the effective date retained
from AD 99-01-05, amendment 39-10972 (63 FR 72132, December 31,
1998)) or within 500 hours TIS after the last inspection done in
accordance with AD 93-10-06, amendment 39-8586 (58 FR 29965, May 25,
1993) (which was superseded by AD 99-01-05), whichever occurs later,
remove the wing lift strut forks (unless already replaced in
accordance with paragraph (j)(2) of this AD). Do the removal
following Piper MSB No. 528D, dated October 19, 1990, or Piper MSB
No. 910A, dated October 10, 1989, as applicable. Before further
flight after the removal, do one of the actions in either paragraph
(l) or (m) of this AD, including all subparagraphs.
(l) Inspect and Replace Wing Lift Strut Forks
Before further flight after the removal required in paragraph
(k) of this AD, inspect the wing lift strut forks for cracks using
magnetic particle procedures, such as those contained in FAA
Advisory Circular (AC) 43.13-1B, Chapter 5, which can be found at
https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/99C827DB9BAAC81B86256B4500596C4E?OpenDocument&Highlight=43.13-1b.
Repetitively thereafter inspect at intervals not to exceed 500 hours
TIS until the replacement time requirement specified in paragraph
(l)(2) or (l)(3) of this AD is reached provided no cracks are found.
(1) If cracks are found during any inspection required in
paragraph (l) of this AD or during any repetitive inspection
required in paragraph (l)(2) or (l)(3) of this AD, before further
flight, replace the affected wing lift strut forks with one of the
replacement options specified in paragraph (m)(1), (m)(2), (m)(3),
or (m)(4) of this AD. Do the replacement following the procedures
specified in those paragraphs, as applicable.
(2) If no cracks are found during the initial inspection
required in paragraph (l) of this AD and the airplane is currently
equipped with floats or has been equipped with floats at any time
during the previous 2,000 hours TIS since the wing lift strut forks
were installed, at or before accumulating 1,000 hours TIS on the
wing lift strut forks replace the wing lift strut forks with one of
the replacement options specified in paragraph (m)(1), (m)(2),
(m)(3), or (m)(4) of this AD. Do the replacement following the
procedures specified in those paragraphs, as applicable.
Repetitively thereafter inspect the newly installed wing lift strut
forks at intervals not to exceed 500 hours TIS following the
procedures specified in paragraph (l) of this AD, including all
subparagraphs.
(3) If no cracks are found during the initial inspection
required in paragraph (l) of this AD and the airplane has never been
equipped with floats during the previous 2,000 hours TIS since the
wing lift strut forks were installed, at or before accumulating
2,000 hours TIS on the wing lift strut forks, replace the wing lift
strut forks with one of the replacement options specified in
paragraph (m)(1), (m)(2), (m)(3), or (m)(4) of this AD. Do the
replacement following the procedures specified in those paragraphs,
as applicable. Repetitively thereafter inspect the newly installed
wing lift strut forks at intervals not to exceed 500 hours TIS
following the procedures specified in paragraph (l) of this AD,
including all subparagraphs.
(m) Wing Lift Strut Fork Replacement Options
(1) Install new OEM part number wing lift strut forks of the
same part numbers of the existing part (or FAA-approved equivalent
part numbers) that were manufactured with rolled threads. Lift strut
forks manufactured with machine (cut) threads are not to be used. Do
the installations following Piper MSB No. 528D, dated October 19,
1990, or Piper MSB No. 910A, dated October 10, 1989, as applicable.
Repetitively thereafter inspect the newly installed wing lift strut
forks at intervals not to exceed 500 hours TIS following the
procedures specified in paragraph (l)(1) of this AD, including all
subparagraphs.
(2) Install new sealed wing lift strut assemblies (these sealed
wing lift strut assemblies also include the wing lift strut forks)
following Piper MSB No. 528D, dated October 19, 1990, and Piper MSB
No. 910A, dated October 10, 1989, as applicable. This installation
may have already been done through the option specified in paragraph
(j)(2) of this AD. Installing one of these new sealed wing lift
strut assemblies terminates the repetitive inspection requirement in
paragraphs (i) and (l) of this AD, including all sub paragraphs, for
that wing lift strut assembly. Installing one of these new sealed
wing lift strut assemblies terminates the repetitive replacement
requirement in paragraph (1) of this AD, including all sub
paragraphs, for that wing lift strut.
(3) For the airplanes specified below, install Jensen Aircraft
wing lift strut fork assemblies specified below in the applicable
STC following Jensen Aircraft Installation Instructions for Modified
Lift Strut Fitting. Installing one of these wing lift strut fork
assemblies terminates the repetitive inspection requirement of this
AD only for that wing lift strut fork. Repetitively inspect each
wing lift strut as specified in paragraph (i)(1) or (i)(2) of this
AD, including all subparagraphs.
(i) For Models PA-12 and PA-12S airplanes: STC SA1583NM;
(ii) For Model PA-14 airplanes: STC SA1584NM;
(iii) For Models PA-16 and PA-16S airplanes: STC SA1590NM;
(iv) For Models PA-18, PA-18S, PA-18 ``105'' (Special), PA-18S
``105'' (Special), PA-18A, PA-18 ``125'' (Army L-21A), PA-18S
``125'', PA-18AS ``125'', PA-18 ``135'' (Army L-21B), PA-18A
``135'', PA-18S ``135'', PA-18AS ``135'', PA-18 ``150'', PA-18A
``150'', PA-18S ``150'', PA-18AS ``150'', PA-18A (Restricted), PA-
18A ``135'' (Restricted), and PA-18A ``150'' (Restricted) airplanes:
STC SA1585NM;
(v) For Models PA-20, PA-20S, PA-20 ``115'', PA-20S ``115'', PA-
20 ``135'', and PA-20S ``135'' airplanes: STC SA1586NM; and
(vi) For Model PA-22 airplanes: STC SA1587NM.
(4) Install F. Atlee Dodge wing lift strut assemblies following
F. Atlee Dodge Installation Instructions No. 3233-I for Modified
Piper Wing Lift Struts (STC SA4635NM), dated February 1, 1991. This
installation may have already been done in accordance paragraph
(j)(3) of this AD. Installing these wing lift strut assemblies
terminate the repetitive inspection requirements of this AD for the
wing lift strut fork only. Repetitively inspect the wing lift struts
as specified in paragraph (i)(1) or (i)(2) of this AD, including all
subparagraphs.
(n) Install Placard
(1) Within 1 calendar month after February 8, 1999 (the
effective date retained from AD 99-01-05, amendment 39-10972 (63 FR
72132, December 31, 1998)), or within 24 calendar months after the
last inspection required by AD 93-10-06 (58 FR 29965, May 25, 1993)
(which was superseded by AD 99-01-05), whichever occurs later, and
before further flight after any replacement of a wing lift strut
assembly required by this AD, do one of the following:
(i) Install ``NO STEP'' decal, Piper (P/N) 80944-02, on each
wing lift strut approximately 6 inches from the bottom of the wing
lift strut in a way that the letters can be read when entering and
exiting the airplane; or
(ii) Paint the words ``NO STEP'' approximately 6 inches from the
bottom of the wing lift struts in a way that the letters can be read
when entering and exiting the airplane. Use a minimum of 1-inch
letters using a color that contrasts with the color of the airplane.
[[Page 3361]]
(2) The ``NO STEP'' markings required by paragraph (n)(1)(i) or
(n)(1)(ii) of this AD must remain in place for the life of the
airplane.
(o) Alternative Methods of Compliance (AMOCs)
(1) 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. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in the Related Information
section of this AD.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) AMOCs approved for AD 93-10-06, amendment 39-8586 (58 FR
29965, May 25, 1993) and AD 99-01-05, amendment 39-39-10972 (63 FR
72132, December 31, 1998) are approved as AMOCs for this AD.
(p) Related Information
(1) For more information about this AD, contact Gregory K.
Noles, Aerospace Engineer, FAA, Atlanta ACO, 1701 Columbia Avenue,
College Park, Georgia 30337; phone: (404) 474-5551; fax: (404) 474-
5606; email: gregory.noles@faa.gov.
(2) For service information identified in this AD, contact Piper
Aircraft, Inc., Customer Services, 2926 Piper Drive, Vero Beach,
Florida 32960; telephone: (772) 567-4361; Internet: www.piper.com.
Copies of the instructions to the F. Atlee Dodge supplemental type
certificate (STC) and information about the Jensen Aircraft STCs may
be obtained from F. Atlee Dodge, Aircraft Services, LLC., 6672 Wes
Way, Anchorage, Alaska 99518-0409, Internet: www.fadodge.com. You
may review copies of the referenced service information at the FAA,
Small Airplane Directorate, 901 Locust, Kansas City, Missouri 64106.
For information on the availability of this material at the FAA,
call (816) 329-4148.
APPENDIX TO DOCKET NO. FAA-2013-0023
Procedures and Requirements for Ultrasonic Inspection of Piper Wing
Lift Struts
Equipment Requirements
1. A portable ultrasonic thickness gauge or flaw detector with
echo-to-echo digital thickness readout capable of reading to 0.001-
inch and an A-trace waveform display will be needed to do this
inspection.
2. An ultrasonic probe with the following specifications will be
needed to accomplish this inspection: 10 MHz (or higher), 0.283-inch
(or smaller) diameter dual element or delay line transducer designed
for thickness gauging. The transducer and ultrasonic system shall be
capable of accurately measuring the thickness of AISI 4340 steel
down to 0.020-inch. An accuracy of +/- 0.002-inch throughout a
0.020-inch to 0.050-inch thickness range while calibrating shall be
the criteria for acceptance.
3. Either a precision machined step wedge made of 4340 steel (or
similar steel with equivalent sound velocity) or at least three shim
samples of same material will be needed to accomplish this
inspection. One thickness of the step wedge or shim shall be less
than or equal to 0.020-inch, one shall be greater than or equal to
0.050-inch, and at least one other step or shim shall be between
these two values.
4. Glycerin, light oil, or similar non-water based ultrasonic
couplants are recommended in the setup and inspection procedures.
Water-based couplants, containing appropriate corrosion inhibitors,
may be utilized, provided they are removed from both the reference
standards and the test item after the inspection procedure is
completed and adequate corrosion prevention steps are then taken to
protect these items.
Note: Couplant is defined as ``a substance used
between the face of the transducer and test surface to improve
transmission of ultrasonic energy across the transducer/strut
interface.''
Note: If surface roughness due to paint loss or
corrosion is present, the surface should be sanded or polished
smooth before testing to assure a consistent and smooth surface for
making contact with the transducer. Care shall be taken to remove a
minimal amount of structural material. Paint repairs may be
necessary after the inspection to prevent further corrosion damage
from occurring. Removal of surface irregularities will enhance the
accuracy of the inspection technique.
Instrument Setup
1. Set up the ultrasonic equipment for thickness measurements as
specified in the instrument's user's manual. Because of the variety
of equipment available to perform ultrasonic thickness measurements,
some modification to this general setup procedure may be necessary.
However, the tolerance requirement of step 13 and the record keeping
requirement of step 14, must be satisfied.
2. If battery power will be employed, check to see that the
battery has been properly charged. The testing will take
approximately two hours. Screen brightness and contrast should be
set to match environmental conditions.
3. Verify that the instrument is set for the type of transducer
being used, i.e. single or dual element, and that the frequency
setting is compatible with the transducer.
4. If a removable delay line is used, remove it and place a drop
of couplant between the transducer face and the delay line to assure
good transmission of ultrasonic energy. Reassemble the delay line
transducer and continue.
5. Program a velocity of 0.231-inch/microsecond into the
ultrasonic unit unless an alternative instrument calibration
procedure is used to set the sound velocity.
6. Obtain a step wedge or steel shims per item 3 of the
EQUIPMENT REQUIREMENTS. Place the probe on the thickest sample using
couplant. Rotate the transducer slightly back and forth to ``ring''
the transducer to the sample. Adjust the delay and range settings to
arrive at an A-trace signal display with the first backwall echo
from the steel near the left side of the screen and the second
backwall echo near the right of the screen. Note that when a single
element transducer is used, the initial pulse and the delay line/
steel interface will be off of the screen to the left. Adjust the
gain to place the amplitude of the first backwall signal at
approximately 80% screen height on the A-trace.
7. ``Ring'' the transducer on the thinnest step or shim using
couplant. Select positive half-wave rectified, negative half-wave
rectified, or filtered signal display to obtain the cleanest signal.
Adjust the pulse voltage, pulse width, and damping to obtain the
best signal resolution. These settings can vary from one transducer
to another and are also user dependent.
8. Enable the thickness gate, and adjust the gate so that it
starts at the first backwall echo and ends at the second backwall
echo. (Measuring between the first and second backwall echoes will
produce a measurement of the steel thickness that is not affected by
the paint layer on the strut). If instability of the gate trigger
occurs, adjust the gain, gate level, and/or damping to stabilize the
thickness reading.
9. Check the digital display reading and if it does not agree
with the known thickness of the thinnest thickness, follow your
instrument's calibration recommendations to produce the correct
thickness reading. When a single element transducer is used this
will usually involve adjusting the fine delay setting.
10. Place the transducer on the thickest step of shim using
couplant. Adjust the thickness gate width so that the gate is
triggered by the second backwall reflection of the thick section. If
the digital display does not agree with the thickest thickness,
follow your instruments calibration recommendations to produce the
correct thickness reading. A slight adjustment in the velocity may
be necessary to get both the thinnest and the thickest reading
correct. Document the changed velocity value.
11. Place couplant on an area of the lift strut which is thought
to be free of corrosion and ``ring'' the transducer to surface.
Minor adjustments to the signal and gate settings may be required to
account for coupling improvements resulting from the paint layer.
The thickness gate level should be set just high enough so as not to
be triggered by irrelevant signal noise. An area on the upper
surface of the lift strut above the inspection area would be a good
location to complete this step and should produce a thickness
reading between 0.034-inch and 0.041-inch.
12. Repeat steps 8, 9, 10, and 11 until both thick and thin shim
measurements are within tolerance and the lift strut measurement is
reasonable and steady.
13. Verify that the thickness value shown in the digital display
is within +/- 0.002-inch of the correct value for each of the three
or more steps of the setup wedge or shims. Make no further
adjustments to the instrument settings.
14. Record the ultrasonic versus actual thickness of all wedge
steps or steel shims available as a record of setup.
[[Page 3362]]
Inspection Procedure
1. Clean the lower 18 inches of the wing lift struts using a
cleaner that will remove all dirt and grease. Dirt and grease will
adversely affect the accuracy of the inspection technique. Light
sanding or polishing may also be required to reduce surface
roughness as noted in the EQUIPMENT REQUIREMENTS section.
2. Using a flexible ruler, draw a 1/4-inch grid on the surface
of the first 11 inches from the lower end of the strut as shown in
Piper Service Bulletin No. 528D or 910A, as applicable. This can be
done using a soft (2) pencil and should be done on both
faces of the strut. As an alternative to drawing a complete grid,
make two rows of marks spaced every 1/4-inch across the width of the
strut. One row of marks should be about 11 inches from the lower end
of the strut, and the second row should be several inches away where
the strut starts to narrow. Lay the flexible ruler between
respective tick marks of the two rows and use tape or a rubber band
to keep the ruler in place. See Figure 1.
3. Apply a generous amount of couplant inside each of the square
areas or along the edge of the ruler. Re-application of couplant may
be necessary.
4. Place the transducer inside the first square area of the
drawn grid or at the first 1/4-inch mark on the ruler and ``ring''
the transducer to the strut. When using a dual element transducer,
be very careful to record the thickness value with the axis of the
transducer elements perpendicular to any curvature in the strut. If
this is not done, loss of signal or inaccurate readings can result.
5. Take readings inside each square on the grid or at 1/4-inch
increments along the ruler and record the results. When taking a
thickness reading, rotate the transducer slightly back and forth and
experiment with the angle of contact to produce the lowest thickness
reading possible. Pay close attention to the A-scan display to
assure that the thickness gate is triggering off of maximized
backwall echoes.
Note: A reading shall not exceed .041 inch. If a
reading exceeds .041-inch, repeat steps 13 and 14 of the INSTRUMENT
SETUP section before proceeding further.
6. If the A-trace is unsteady or the thickness reading is
clearly wrong, adjust the signal gain and/or gate setting to obtain
reasonable and steady readings. If any instrument setting is
adjusted, repeat steps 13 and 14 of the INSTRUMENT SETUP section
before proceeding further.
7. In areas where obstructions are present, take a data point as
close to the correct area as possible.
Note: The strut wall contains a fabrication bead at
approximately 40% of the strut chord. The bead may interfere with
accurate measurements in that specific location.
8. A measurement of 0.024-inch or less shall require replacement
of the strut prior to further flight.
9. If at any time during testing an area is encountered where a
valid thickness measurement cannot be obtained due to a loss of
signal strength or quality, the area shall be considered suspect.
These areas may have a remaining wall thickness of less than 0.020-
inch, which is below the range of this setup, or they may have small
areas of localized corrosion or pitting present. The latter case
will result in a reduction in signal strength due to the sound being
scattered from the rough surface and may result in a signal that
includes echoes from the pits as well as the backwall. The suspect
area(s) shall be tested with a Maule ``Fabric Tester'' as specified
in Piper Service Bulletin No. 528D or 910A.
10. Record the lift strut inspection in the aircraft log book.
[GRAPHIC] [TIFF OMITTED] TP16JA13.003
[[Page 3363]]
Issued in Kansas City, Missouri, on January 10, 2013.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-00807 Filed 1-15-13; 8:45 am]
BILLING CODE 4910-13-P
