Airworthiness Directives; Maule Aerospace Technology, Inc. Airplanes, 76035-76040 [2013-29682]
Download as PDF
<![CDATA[
Federal Register / Vol. 78, No. 241 / Monday, December 16, 2013 / Rules and Regulations
30 days before its effective date, except
for (1) a substantive rule which grants
or recognizes an exemption or relieves
a restriction; (2) interpretive rules and
statements of policy; or (3) as otherwise
provided by the agency for good cause
found and published with the rule. 5
U.S.C. 553(d). At a minimum, the
Bureau believes the amendments fall
under the third exception to section
553(d). The Bureau finds that there is
good cause to make the amendments
effective on January 1, 2014. The
amendments in this notice are technical
and non-discretionary, and they apply
the method previously established in
the agency’s regulations for determining
adjustments to the thresholds.
B. Regulatory Flexibility Act
Because no notice of proposed
rulemaking is required, the Regulatory
Flexibility Act does not require an
initial or final regulatory flexibility
analysis. 5 U.S.C. 603(a), 604(a).
C. Paperwork Reduction Act
In accordance with the Paperwork
Reduction Act of 1995 (44 U.S.C. 3506;
5 CFR 1320), the agency reviewed this
final rule. No collections of information
pursuant to the Paperwork Reduction
Act are contained in the final rule.
List of Subjects in 12 CFR Part 1026
Advertising, Consumer protection,
Credit, Credit unions, Mortgages,
National banks, Reporting and
recordkeeping requirements, Savings
associations, Truth in lending.
Authority and Issuance
For the reasons set forth in the
preamble, the Bureau amends
Regulation Z, 12 CFR part 1026, as set
forth below:
(b)(1)(ii)(A) of this section for a violation
of the same type that occurred during
the same billing cycle or one of the next
six billing cycles; or
*
*
*
*
*
3. In Supplement I to part 1026—
Official Interpretations:
■ A. Under Section 1026.32—
Requirements for Certain Closed-End
Home Mortgages, 32(a) Coverage,
Paragraph 32(a)(1)(ii), paragraph 2.xix is
added.
■ B. Under Section 1026.52—
Limitations on Fees, 52(b) Limitations
on Penalty Fees, 52(b)(1)(ii) Safe
Harbors, subheading i and paragraph
2.i.A are added.
The additions read as follows:
■
SUPPLEMENT I TO PART 1026—
OFFICIAL INTERPRETATIONS
*
*
*
*
Section 1026.52—Limitations on Fees
52(b)(1)(ii)
Subpart G—Special Rules Applicable
to Credit Card Accounts and Open End
Credit Offered to College Students
2. Section 1026.52(b)(1)(ii)(A) and (B)
is revised to read as follows:
pmangrum on DSK3VPTVN1PROD with RULES
VerDate Mar<15>2010
13:31 Dec 13, 2013
Jkt 232001
*
32(a) Coverage.
*
*
*
*
Paragraph 32(a)(1)(ii).
*
*
*
*
*
2. Annual adjustment of $400
amount. * * *
xix. For 2014, $632, reflecting a 1.1
percent increase in the CPI–U from June
2012 to June 2013, rounded to the
nearest whole dollar.
*
*
*
*
*
Authority: 12 U.S.C. 2601, 2603–2605,
2607, 2609, 2617, 5511, 5512, 5532, 5581; 15
U.S.C. 1601 et seq.
Limitations on fees.
*
*
*
*
*
*
*
(b * * *
(1) * * *
(ii) * * *
(A) $26;
(B) $37 if the card issuer previously
imposed a fee pursuant to paragraph
*
Section 1026.32—Requirements for
Certain Closed-End Home Mortgages
1. The authority citation for part 1026
continues to read as follows:
*
*
Subpart E—Special Rules for Certain
Home Mortgage Transactions
■
§ 1026.52
*
Subpart G—Special Rules Applicable
to Credit Card Accounts and Open-End
Credit Offered to College Students
PART 1026—TRUTH IN LENDING
(REGULATION Z)
■
*
*
*
*
*
Safe harbors
*
*
*
*
*
2. Adjustments based on Consumer
Price Index. * * *
i. Historical thresholds.
A. Card issuers were permitted to
impose a fee for violating the terms of
an agreement if the fee did not exceed
$25 under § 1026.52(b)(1)(ii)(A) and $35
under § 1026.52(b)(1)(ii)(B), through
December 31, 2013.
Richard Cordray,
Director, Bureau of Consumer Financial
Protection.
[FR Doc. 2013–29844 Filed 12–13–13; 8:45 am]
BILLING CODE 4810–AM–P
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
76035
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0725; Directorate
Identifier 98–CE–01–AD; Amendment 39–
17690; AD 98–15–18 R1]
RIN 2120–AA64
Airworthiness Directives; Maule
Aerospace Technology, Inc. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are revising Airworthiness
Directive (AD) 98–15–18 that applies to
certain Maule Aerospace Technology,
Inc. Models M–4, M–5, M–6, M–7, MT–
7, MX–7, MXT–7, and M–8 airplanes
that are equipped with rear wing lift
struts, part number (P/N) 2079E, and/or
front wing lift struts, P/N 2080E. AD 98–
15–18 required repetitively inspecting
certain wing lift struts for internal
corrosion and replacing of any wing lift
strut where corrosion was found. Since
we issued AD 98–15–18, we were
informed by the manufacturer that
Model MXT–7–420 airplanes are no
longer in existence, are no longer type
certificated, and should be removed
from the Applicability section. We were
also informed that paragraph (b) in AD
98–15–18 had been misinterpreted and
caused confusion. This AD removes
Model MXT–7–420 airplanes from the
Applicability section and clarifies the
intent of the language in paragraph (b)
of AD 98–15–18. This AD also retains
all other requirements of AD 98–15–18.
We are issuing this AD to correct the
unsafe condition on these products.
DATES: This AD is effective January 21,
2014.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of January 26, 1996 (61 FR 623,
January 9, 1996).
ADDRESSES: For service information
identified in this AD, contact Maule Air,
Inc., 2099 GA Hwy 133 South, Moultrie,
Georgia 31768; telephone: (229) 985–
2045; fax: (229) 890–2402; Internet:
https://www.mauleairinc.com/pdf/
servicebulletins/service_bulletin_11_
old.pdf. 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.
SUMMARY:
E:\FR\FM\16DER1.SGM
16DER1
76036
Federal Register / Vol. 78, No. 241 / Monday, December 16, 2013 / Rules and Regulations
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating it in Docket No. FAA–
2013–0725; 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 AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (phone: 800–647–5527) is
Document Management Facility, U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590.
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:
Discussion
Conclusion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to revise AD 98–15–18,
Amendment 39–10669 (63 FR 39018,
July 21, 1998), (‘‘AD 98–15–18’’). AD
98–15–18 was also reissued with a
correction on September 18, 1998 (63
FR 51520, September 28, 1998). AD 98–
15–18 applied to the specified products.
The NPRM published in the Federal
Register on August 13, 2013 (78 FR
49207). The NPRM proposed to retain
all requirements of AD 98–15–18,
remove Model MXT–7–420 airplanes
from the Applicability section, and
clarify our intent of required actions if
the seal on a sealed wing lift strut is ever
improperly broken.
We reviewed the relevant data and
determined that air safety and the
public interest require adopting this AD
as proposed except for minor editorial
changes. We have determined that these
minor changes:
• Are consistent with the intent that
was proposed in the NPRM (78 FR
49207, August 13, 2013) for correcting
the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (78 FR 49207,
August 13, 2013).
Comments
We gave the public the opportunity to
participate in developing this AD. We
received no comments on the NPRM (78
FR 49207, August 13, 2013) or on the
determination of the cost to the public.
Costs of Compliance
We estimate that this AD affects 1,196
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD. However, the only
difference in the costs presented below
and the costs associated with AD 98–
15–18 is the change in the labor rate
from $65 per hour to $85 per hour.
ESTIMATED COSTS
Action
Labor cost
Inspection of the
wing lift struts.
Parts cost
Cost per product
11 × $85 per hour = $935 per inspection cycle.
$40
$975 per inspection
cycle.
We estimate the following costs to do
any necessary replacements that will be
required based on the results of the
inspection. We have no way of
Cost on U.S. operators
$1,166,100 per inspection cycle.
determining the number of airplanes
that might need these replacements:
ON-CONDITION COSTS
Action
Labor cost per wing lift strut
Parts cost per
wing lift strut
Cost per
product per
wing lift strut
Replacement of the wing lift strut ....
5 work-hours × $85 per hour = $425 ........................................................
$500
$925
pmangrum on DSK3VPTVN1PROD with 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
VerDate Mar<15>2010
13:31 Dec 13, 2013
Jkt 232001
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 AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
(2) Is not a ‘‘significant rule’’ under
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.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
E:\FR\FM\16DER1.SGM
16DER1
Federal Register / Vol. 78, No. 241 / Monday, December 16, 2013 / Rules and Regulations
FAA–2013–0725; Directorate Identifier
98–CE–01–AD.
PART 39—AIRWORTHINESS
DIRECTIVES
(a) Effective Date
1. The authority citation for part 39
continues to read as follows:
■
This AD is effective January 21, 2014.
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
98–15–18, Amendment 39–10669 (63
FR 39018, July 21, 1998), and adding the
following new AD:
■
98–15–18 R1 Maule Aerospace Technology,
Inc.: Amendment 39–17690; Docket No.
(b) Affected ADs
This AD revises AD 98–15–18,
Amendment 39–10669 (63 FR 39018, July 21,
1998), which superseded AD 95–26–18,
Amendment 39–9476 (61 FR 623, January 9,
1996.)
(c) Applicability
This AD applies to the following Maule
Aerospace Technology, Inc. airplanes, all
76037
serial numbers, identified in figure 1 of
paragraph (c) of this AD, that are:
(1) Equipped with original equipment
manufacturer (OEM) Maule Aerospace
Technology, Inc. rear wing lift struts, part
number (P/N) 2079E (or FAA-approved
equivalent part numbers), and/or front wing
lift struts, P/N 2080E (or FAA-approved
equivalent part numbers), excluding
airplanes equipped with four Maule sealed
lift struts, P/N 2200E and P/N 2201E, which
are identified by two raised weld spots on the
upper end of the strut just below the serial
number plate. Removal of the upper cuff is
needed to locate the weld spots; and
(2) certificated in any category.
FIGURE 1 TO PARAGRAPH (C) OF THIS AD—APPLICABILITY
Models
Bee Dee M–4
M–4–180C
M–4–210S
M–4–220T
M–5–220C
M–7–235A
MX–7–180
MXT–7–160
M–4
M–4–180S
M–4–210T
M–5–180C
M–5–235C
M–7–235B
MX–7–180A
MXT–7–180
M–4C
M–4–180T
M–4–220
M–5–200
M–6–180
M–7–235C
MX–7–180B
MXT–7–180A
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 57, Wings.
pmangrum on DSK3VPTVN1PROD with RULES
(e) Unsafe Condition
(1) The subject of this AD was originally
prompted by reports of corrosion damage
found on the wing lift struts. We are revising
AD 98–15–18, Amendment 39–10669 (63 FR
39018, July 21, 1998), because of reports that
the language in paragraph (b) had been
misinterpreted and caused confusion. Since
we issued AD 98–15–18, we were informed
by the manufacturer that Model MXT–7–420
airplanes are no longer in existence, are no
longer type certificated, and should be
removed from the Applicability section. This
AD removes Model MXT–7–420 airplanes
from the Applicability section and clarifies
the intent of the language in paragraph (b) of
AD 98–15–18, which is being removed by
this AD.
(2) 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 improperly broken. If the
seal is improperly 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. This AD retains all the actions
required in AD 98–15–18 and does not add
any actions over that already required in AD
98–15–18. This AD does not add any
additional burden to the owners/operators of
the affected airplanes.
(3) We are issuing this AD to detect and
correct corrosion on the front and rear wing
lift struts, which could cause the wing lift
strut to fail. This failure could result in the
wing separating from the airplane.
VerDate Mar<15>2010
13:31 Dec 13, 2013
Jkt 232001
M–4S
M–4–210
M–4–220C
M–5–210C
M–6–235
MT–7–235
MX–7–235
M–8–235
(f) Paragraph Designation Changes to
AD 98–15–18
Since AD 98–15–18, Amendment 39–
10669 (63 FR 39018, July 21, 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
Requirement in AD
98–15–18
Corresponding
requirement
in this AD
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) and
(c)
paragraph (b)
paragraph (h)
paragraph (i)(1)
paragraph (i)(1)(i)
paragraph (i)(1)(ii)
paragraph (i)(2)
paragraph (i)(2)(i)
paragraph (i)(2)(ii)
paragraph (j)(1)
paragraph (j)(2)
Removed
(g) Compliance
Unless already done (compliance with AD
98–15–18, Amendment 39–10669 (63 FR
39018, July 21, 1998)), do the following
actions within the compliance times
specified in paragraphs (h) through (j) of this
AD, including all subparagraphs. Properly
unsealing and resealing a sealed wing lift
strut is still considered a terminating action
for the repetitive inspection requirements of
this AD as long as all appropriate regulations
and issues are considered, such as static
PO 00000
Frm 00007
Fmt 4700
Sfmt 4700
M–4T
M–4–210C
M–4–220S
M–5–210TC
M–7–235
MX–7–160
MX–7–420
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. Any maintenance actions that
unseal a sealed wing lift strut should be
coordinated with the Atlanta Aircraft
Certification Office (ACO) through the local
airworthiness authority (e.g., Flight
Standards District Office). There are
provisions in paragraph (k) of this AD for
approving such actions as an alternative
method of compliance (AMOC).
(h) Remove Wing Lift Struts
At whichever of the compliance times
specified in paragraphs (h)(1), (h)(2), or (h)(3)
of this AD that occurs later, remove the wing
lift struts following the INSTRUCTIONS
section in PART I of Maule Service Bulletin
(SB) No. 11, dated October 30, 1995. Before
further flight after the removal, do the actions
in one of the following paragraphs (i)(1),
(i)(2), (j)(1), or (j)(2) of this AD, including all
subparagraphs.
(1) Upon accumulating 2 years time-inservice on an OEM Maule wing lift strut, P/
N 2079E and/or P/N 2080E;
(2) Within 3 calendar months after
September 9, 1998 (the effective date retained
from AD 98–15–18, Amendment 39–10669
(63 FR 39018, July 21, 1998)); or
(3) Within 2 years after the last inspection
done in accordance with AD 95–26–18,
Amendment 39–9476 (61 FR 623, January 9,
1996) (which was superseded by AD 98–15–
18).
(i) Inspect Wing Lift Struts
Before further flight after the removal
required in paragraph (h) of this AD, inspect
E:\FR\FM\16DER1.SGM
16DER1
pmangrum on DSK3VPTVN1PROD with RULES
76038
Federal Register / Vol. 78, No. 241 / Monday, December 16, 2013 / Rules and Regulations
each wing lift strut following paragraph (i)(1)
or (i)(2) of this AD, including all
subparagraphs, or do the wing lift strut
replacement following one of the options in
paragraph (j)(1) or (j)(2) of this AD.
(1) Inspect each wing lift strut for corrosion
and perceptible dents following the
INSTRUCTIONS section in PART I of Maule
SB No. 11, dated October 30, 1995.
(i) If no corrosion is 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 following the INSTRUCTIONS
section in PART I of Maule SB No. 11, dated
October 30, 1995. 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 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) or (j)(2)
of this AD. Do the replacement following the
procedures specified in those paragraphs, as
applicable.
(2) 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 the
‘‘Military Standard for Nondestructive
Testing Personnel Qualification and
Certification’’ (MIL–STD–410E), which can
be found on the Internet at https://
aerospacedefense.thomasnet.com/Asset/
MIL-STD-410.pdf.
(i) If no 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 following the
INSTRUCTIONS section in PART I of Maule
SB No. 11, dated October 30, 1995.
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 corrosion is found on any wing lift
strut during the inspection required in
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) or (j)(2)
of this AD. Do the replacement following the
procedures specified in those paragraphs, as
applicable.
(j) Wing Lift Strut Replacement Options
Before further flight after the removal
required in paragraph (h) of this AD, replace
the wing lift struts following one of the
VerDate Mar<15>2010
13:31 Dec 13, 2013
Jkt 232001
options in paragraph (j)(1) or (j)(2) of this AD,
or inspect each wing lift strut following
paragraph (i)(1) or (i)(2) of this AD, including
all subparagraphs.
(1) Install OEM Maule P/N wing lift struts
(or FAA-approved equivalent part numbers)
that have been inspected following the
procedures in either paragraph (i)(1) or (i)(2)
of this AD, including all subparagraphs, and
are found to be airworthy. Do the
installations following the INSTRUCTIONS
section in PART II of Maule SB No. 11, dated
October 30, 1995. 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 Maule sealed wing lift
struts, P/N 2200E or P/N 2201E, as applicable
(or FAA-approved equivalent part numbers)
following the INSTRUCTIONS section in
PART II of Maule SB No. 11, dated October
30, 1995. Installing one of these new sealed
wing lift strut assemblies terminates the
repetitive inspection requirements in
paragraphs (i)(1) or (i)(2) of this AD,
including all subparagraphs, for that wing lift
strut assembly.
(k) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Atlanta 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 98–15–18,
Amendment 39–10669 (63 FR 39018, July 21,
1998) and AD 95–26–18, Amendment 39–
9476 (61 FR 623, January 9, 1996) are
approved as AMOCs for this AD.
(l) Related Information
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.
(m) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(3) The following service information was
approved for IBR on January 26, 1996 (61 FR
623, January 9, 1996).
(i) Maule Service Bulletin No. 11, dated
October 30, 1995.
(ii) Reserved.
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
(4) For Maule Aerospace Technology, Inc.
service information identified in this AD,
contact Maule Air, Inc., 2099 GA Hwy 133
South, Moultrie, Georgia 31768; telephone:
(229) 985–2045; fax: (229) 890–2402;
Internet: https://www.mauleairinc.com/pdf/
servicebulletins/service_bulletin_11_old.pdf.
(5) You may view this service information
at Small Airplane Directorate, 901 Locust,
Kansas City, Missouri 64106. For information
on the availability of this material at the
FAA, call (816) 329–4148.
(6) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Appendix to AD 98–15–18 R1
Procedures and Requirements for Ultrasonic
Inspection of Maule 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 do 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 ± 0.002inch 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 do 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
E:\FR\FM\16DER1.SGM
16DER1
Federal Register / Vol. 78, No. 241 / Monday, December 16, 2013 / Rules and Regulations
to prevent further corrosion damage from
occurring. Removal of surface irregularities
will enhance the accuracy of the inspection
technique.
pmangrum on DSK3VPTVN1PROD with RULES
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
VerDate Mar<15>2010
13:31 Dec 13, 2013
Jkt 232001
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.
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 Maule
Air, Inc. Service Bulletin No. 11, dated
October 30, 1995, 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
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
76039
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 Maule Air, Inc. Service
Bulletin No. 11, dated October 30, 1995.
10. Record the lift strut inspection in the
aircraft log book.
E:\FR\FM\16DER1.SGM
16DER1
Federal Register / Vol. 78, No. 241 / Monday, December 16, 2013 / Rules and Regulations
pmangrum on DSK3VPTVN1PROD with RULES
Issued in Kansas City, Missouri, on
November 22, 2013.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
repetitively replacing the wing lift strut
forks at specified times for certain
airplanes. AD 99–26–19 also required
incorporating a ‘‘NO STEP’’ placard on
the wing lift strut. Since we issued AD
99–26–19, we were informed that
[FR Doc. 2013–29682 Filed 12–13–13; 8:45 am]
paragraph (c) had been misinterpreted
BILLING CODE 4910–13–P
and caused confusion. This AD clarifies
the intent of the language in paragraph
DEPARTMENT OF TRANSPORTATION (c) of AD 99–26–19 and retains all other
requirements of AD 99–26–19. We are
Federal Aviation Administration
issuing this AD to correct the unsafe
condition on these products.
14 CFR Part 39
DATES: This AD is effective January 21,
[Docket No. FAA–2013–0724; Directorate
2014.
Identifier 99–CE–013–AD; Amendment 39–
The Director of the Federal Register
17691; AD 99–26–19 R1]
approved the incorporation by reference
of a certain publication listed in this AD
RIN 2120–AA64
as of February 14, 2000 (64 FR 72524,
Airworthiness Directives; Piper
December 28, 1999).
Aircraft, Inc. Airplanes
ADDRESSES: For service information
identified in this AD, contact Piper
AGENCY: Federal Aviation
Aircraft, Inc., Customer Services, 2926
Administration (FAA), DOT.
Piper Drive, Vero Beach, Florida 32960;
ACTION: Final rule.
telephone: (772) 567–4361; Internet:
SUMMARY: We are revising Airworthiness www.piper.com. You may review copies
Directive (AD) 99–26–19 that applies to
of the referenced service information at
certain The New Piper Aircraft, Inc.
the FAA, Small Airplane Directorate,
Model J–2 airplanes equipped with
901 Locust, Kansas City, Missouri
wing lift struts. AD 99–26–19 required
64106. For information on the
repetitively inspecting the wing lift
availability of this material at the FAA,
struts for dents and corrosion;
call (816) 329–4148.
repetitively inspecting the wing lift strut
forks for cracks; replacing any dented or Examining the AD Docket
corroded wing lift strut; replacing any
You may examine the AD docket on
cracked wing lift strut fork; and
the Internet at https://
VerDate Mar<15>2010
13:31 Dec 13, 2013
Jkt 232001
PO 00000
Frm 00010
Fmt 4700
Sfmt 4700
www.regulations.gov by searching for
and locating it in Docket No. FAA–
2013–0724; 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 AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (phone: 800–647–5527) is
Document Management Facility, U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590.
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:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to revise AD 99–26–19,
Amendment 39–11479 (64 FR 72524,
December 28, 1999), (‘‘AD 99–26–19’’).
AD 99–26–19 applied to the specified
products. The NPRM published in the
Federal Register on August 13, 2013 (78
FR 49221). The NPRM proposed to
retain all requirements of AD 99–26–19
E:\FR\FM\16DER1.SGM
16DER1
ER16DE13.000</GPH>
76040
]]>Agencies
[Federal Register Volume 78, Number 241 (Monday, December 16, 2013)]
[Rules and Regulations]
[Pages 76035-76040]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-29682]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0725; Directorate Identifier 98-CE-01-AD;
Amendment 39-17690; AD 98-15-18 R1]
RIN 2120-AA64
Airworthiness Directives; Maule Aerospace Technology, Inc.
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are revising Airworthiness Directive (AD) 98-15-18 that
applies to certain Maule Aerospace Technology, Inc. Models M-4, M-5, M-
6, M-7, MT-7, MX-7, MXT-7, and M-8 airplanes that are equipped with
rear wing lift struts, part number (P/N) 2079E, and/or front wing lift
struts, P/N 2080E. AD 98-15-18 required repetitively inspecting certain
wing lift struts for internal corrosion and replacing of any wing lift
strut where corrosion was found. Since we issued AD 98-15-18, we were
informed by the manufacturer that Model MXT-7-420 airplanes are no
longer in existence, are no longer type certificated, and should be
removed from the Applicability section. We were also informed that
paragraph (b) in AD 98-15-18 had been misinterpreted and caused
confusion. This AD removes Model MXT-7-420 airplanes from the
Applicability section and clarifies the intent of the language in
paragraph (b) of AD 98-15-18. This AD also retains all other
requirements of AD 98-15-18. We are issuing this AD to correct the
unsafe condition on these products.
DATES: This AD is effective January 21, 2014.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of January 26,
1996 (61 FR 623, January 9, 1996).
ADDRESSES: For service information identified in this AD, contact Maule
Air, Inc., 2099 GA Hwy 133 South, Moultrie, Georgia 31768; telephone:
(229) 985-2045; fax: (229) 890-2402; Internet: https://www.mauleairinc.com/pdf/servicebulletins/service_bulletin_11_old.pdf. 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.
[[Page 76036]]
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating it in Docket No. FAA-
2013-0725; 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 AD, the regulatory evaluation, any comments
received, and other information. The address for the Docket Office
(phone: 800-647-5527) is Document Management Facility, U.S. Department
of Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590.
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:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to revise AD 98-15-18, Amendment 39-10669 (63 FR 39018, July
21, 1998), (``AD 98-15-18''). AD 98-15-18 was also reissued with a
correction on September 18, 1998 (63 FR 51520, September 28, 1998). AD
98-15-18 applied to the specified products. The NPRM published in the
Federal Register on August 13, 2013 (78 FR 49207). The NPRM proposed to
retain all requirements of AD 98-15-18, remove Model MXT-7-420
airplanes from the Applicability section, and clarify our intent of
required actions if the seal on a sealed wing lift strut is ever
improperly broken.
Comments
We gave the public the opportunity to participate in developing
this AD. We received no comments on the NPRM (78 FR 49207, August 13,
2013) or on the determination of the cost to the public.
Conclusion
We reviewed the relevant data and determined that air safety and
the public interest require adopting this AD as proposed except for
minor editorial changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (78 FR 49207, August 13, 2013) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (78 FR 49207, August 13, 2013).
Costs of Compliance
We estimate that this AD affects 1,196 airplanes of U.S. registry.
We estimate the following costs to comply with this AD. However,
the only difference in the costs presented below and the costs
associated with AD 98-15-18 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 11 x $85 per hour = $40 $975 per $1,166,100 per
struts. $935 per inspection inspection inspection cycle.
cycle. cycle.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary replacements
that will be required based on the results of the inspection. We have
no way of determining the number of airplanes that might need these
replacements:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost per wing lift strut Parts cost per product per
wing lift strut wing lift strut
----------------------------------------------------------------------------------------------------------------
Replacement of the wing lift strut........ 5 work-hours x $85 per hour = $425 $500 $925
----------------------------------------------------------------------------------------------------------------
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 AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under 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.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
[[Page 76037]]
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)
98-15-18, Amendment 39-10669 (63 FR 39018, July 21, 1998), and adding
the following new AD:
98-15-18 R1 Maule Aerospace Technology, Inc.: Amendment 39-17690;
Docket No. FAA-2013-0725; Directorate Identifier 98-CE-01-AD.
(a) Effective Date
This AD is effective January 21, 2014.
(b) Affected ADs
This AD revises AD 98-15-18, Amendment 39-10669 (63 FR 39018,
July 21, 1998), which superseded AD 95-26-18, Amendment 39-9476 (61
FR 623, January 9, 1996.)
(c) Applicability
This AD applies to the following Maule Aerospace Technology,
Inc. airplanes, all serial numbers, identified in figure 1 of
paragraph (c) of this AD, that are:
(1) Equipped with original equipment manufacturer (OEM) Maule
Aerospace Technology, Inc. rear wing lift struts, part number (P/N)
2079E (or FAA-approved equivalent part numbers), and/or front wing
lift struts, P/N 2080E (or FAA-approved equivalent part numbers),
excluding airplanes equipped with four Maule sealed lift struts, P/N
2200E and P/N 2201E, which are identified by two raised weld spots
on the upper end of the strut just below the serial number plate.
Removal of the upper cuff is needed to locate the weld spots; and
(2) certificated in any category.
Figure 1 to Paragraph (c) of This AD--Applicability
----------------------------------------------------------------------------------------------------------------
----------------------------------------------------------------------------------------------------------------
Models
----------------------------------------------------------------------------------------------------------------
Bee Dee M-4 M-4 M-4C M-4S M-4T
M-4-180C M-4-180S M-4-180T M-4-210 M-4-210C
M-4-210S M-4-210T M-4-220 M-4-220C M-4-220S
M-4-220T M-5-180C M-5-200 M-5-210C M-5-210TC
M-5-220C M-5-235C M-6-180 M-6-235 M-7-235
M-7-235A M-7-235B M-7-235C MT-7-235 MX-7-160
MX-7-180 MX-7-180A MX-7-180B MX-7-235 MX-7-420
MXT-7-160 MXT-7-180 MXT-7-180A M-8-235
----------------------------------------------------------------------------------------------------------------
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 57, Wings.
(e) Unsafe Condition
(1) The subject of this AD was originally prompted by reports of
corrosion damage found on the wing lift struts. We are revising AD
98-15-18, Amendment 39-10669 (63 FR 39018, July 21, 1998), because
of reports that the language in paragraph (b) had been
misinterpreted and caused confusion. Since we issued AD 98-15-18, we
were informed by the manufacturer that Model MXT-7-420 airplanes are
no longer in existence, are no longer type certificated, and should
be removed from the Applicability section. This AD removes Model
MXT-7-420 airplanes from the Applicability section and clarifies the
intent of the language in paragraph (b) of AD 98-15-18, which is
being removed by this AD.
(2) 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 improperly broken. If the seal is improperly 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. This AD retains all the actions required
in AD 98-15-18 and does not add any actions over that already
required in AD 98-15-18. This AD does not add any additional burden
to the owners/operators of the affected airplanes.
(3) We are issuing this AD to detect and correct corrosion on
the front and rear wing lift struts, 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 AD 98-15-18
Since AD 98-15-18, Amendment 39-10669 (63 FR 39018, July 21,
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 98-15-18 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) and (c) paragraph (j)(2)
paragraph (b) Removed
------------------------------------------------------------------------
(g) Compliance
Unless already done (compliance with AD 98-15-18, Amendment 39-
10669 (63 FR 39018, July 21, 1998)), do the following actions within
the compliance times specified in paragraphs (h) through (j) of this
AD, including all subparagraphs. Properly unsealing and resealing a
sealed wing lift strut is still considered a terminating action for
the repetitive inspection requirements of this AD as long as all
appropriate regulations and 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. Any
maintenance actions that unseal a sealed wing lift strut should be
coordinated with the Atlanta Aircraft Certification Office (ACO)
through the local airworthiness authority (e.g., Flight Standards
District Office). There are provisions in paragraph (k) of this AD
for approving such actions as an alternative method of compliance
(AMOC).
(h) Remove Wing Lift Struts
At whichever of the compliance times specified in paragraphs
(h)(1), (h)(2), or (h)(3) of this AD that occurs later, remove the
wing lift struts following the INSTRUCTIONS section in PART I of
Maule Service Bulletin (SB) No. 11, dated October 30, 1995. Before
further flight after the removal, do the actions in one of the
following paragraphs (i)(1), (i)(2), (j)(1), or (j)(2) of this AD,
including all subparagraphs.
(1) Upon accumulating 2 years time-in-service on an OEM Maule
wing lift strut, P/N 2079E and/or P/N 2080E;
(2) Within 3 calendar months after September 9, 1998 (the
effective date retained from AD 98-15-18, Amendment 39-10669 (63 FR
39018, July 21, 1998)); or
(3) Within 2 years after the last inspection done in accordance
with AD 95-26-18, Amendment 39-9476 (61 FR 623, January 9, 1996)
(which was superseded by AD 98-15-18).
(i) Inspect Wing Lift Struts
Before further flight after the removal required in paragraph
(h) of this AD, inspect
[[Page 76038]]
each wing lift strut following paragraph (i)(1) or (i)(2) of this
AD, including all subparagraphs, or do the wing lift strut
replacement following one of the options in paragraph (j)(1) or
(j)(2) of this AD.
(1) Inspect each wing lift strut for corrosion and perceptible
dents following the INSTRUCTIONS section in PART I of Maule SB No.
11, dated October 30, 1995.
(i) If no corrosion is 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 following the INSTRUCTIONS section
in PART I of Maule SB No. 11, dated October 30, 1995. 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 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) or (j)(2) of this AD. Do the replacement following
the procedures specified in those paragraphs, as applicable.
(2) 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
the ``Military Standard for Nondestructive Testing Personnel
Qualification and Certification'' (MIL-STD-410E), which can be found
on the Internet at https://aerospacedefense.thomasnet.com/Asset/ MIL-
STD-410.pdf.
(i) If no 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 following
the INSTRUCTIONS section in PART I of Maule SB No. 11, dated October
30, 1995. 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 corrosion is found on any wing lift strut during the
inspection required in 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) or (j)(2) of this AD. Do the replacement following
the procedures specified in those paragraphs, as applicable.
(j) Wing Lift Strut Replacement Options
Before further flight after the removal required in paragraph
(h) of this AD, replace the wing lift struts following one of the
options in paragraph (j)(1) or (j)(2) of this AD, or inspect each
wing lift strut following paragraph (i)(1) or (i)(2) of this AD,
including all subparagraphs.
(1) Install OEM Maule P/N wing lift struts (or FAA-approved
equivalent part numbers) that have been inspected following the
procedures in either paragraph (i)(1) or (i)(2) of this AD,
including all subparagraphs, and are found to be airworthy. Do the
installations following the INSTRUCTIONS section in PART II of Maule
SB No. 11, dated October 30, 1995. 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 Maule sealed wing lift struts, P/N 2200E or P/N
2201E, as applicable (or FAA-approved equivalent part numbers)
following the INSTRUCTIONS section in PART II of Maule SB No. 11,
dated October 30, 1995. Installing one of these new sealed wing lift
strut assemblies terminates the repetitive inspection requirements
in paragraphs (i)(1) or (i)(2) of this AD, including all
subparagraphs, for that wing lift strut assembly.
(k) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Atlanta 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 98-15-18, Amendment 39-10669 (63 FR
39018, July 21, 1998) and AD 95-26-18, Amendment 39-9476 (61 FR 623,
January 9, 1996) are approved as AMOCs for this AD.
(l) Related Information
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.
(m) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(3) The following service information was approved for IBR on
January 26, 1996 (61 FR 623, January 9, 1996).
(i) Maule Service Bulletin No. 11, dated October 30, 1995.
(ii) Reserved.
(4) For Maule Aerospace Technology, Inc. service information
identified in this AD, contact Maule Air, Inc., 2099 GA Hwy 133
South, Moultrie, Georgia 31768; telephone: (229) 985-2045; fax:
(229) 890-2402; Internet: https://www.mauleairinc.com/pdf/servicebulletins/service_bulletin_11_old.pdf.
(5) You may view this service information at Small Airplane
Directorate, 901 Locust, Kansas City, Missouri 64106. For
information on the availability of this material at the FAA, call
(816) 329-4148.
(6) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Appendix to AD 98-15-18 R1
Procedures and Requirements for Ultrasonic Inspection of Maule 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 do 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 do 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
[[Page 76039]]
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.
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
Maule Air, Inc. Service Bulletin No. 11, dated October 30, 1995, 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 Maule Air, Inc. Service Bulletin No. 11, dated October 30, 1995.
10. Record the lift strut inspection in the aircraft log book.
[[Page 76040]]
[GRAPHIC] [TIFF OMITTED] TR16DE13.000
Issued in Kansas City, Missouri, on November 22, 2013.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2013-29682 Filed 12-13-13; 8:45 am]
BILLING CODE 4910-13-P
