Airworthiness Directives; Various Aircraft Equipped With Wing Lift Struts, 23699-23707 [2015-08732]
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Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations
agency’’ have the same meanings as in
section 3 of the Federal Deposit
Insurance Act (12 U.S.C. 1813).
(g) Fiscal year. (1) The fiscal year for
a NGEP that does not have a fiscal year
shall be the calendar year.
(2) Any NGEP, insured depository
institution, or affiliate that has a fiscal
year may elect to have the calendar year
be its fiscal year for purposes of this
part.
(h) Insured depository institution.
‘‘Insured depository institution’’ has the
same meaning as in section 3 of the
Federal Deposit Insurance Act (12
U.S.C. 1813).
(i) NGEP. ‘‘NGEP’’ means a
nongovernmental entity or person.
(j) Nongovernmental entity or
person—(1) General. A
‘‘nongovernmental entity or person’’ is
any partnership, association, trust, joint
venture, joint stock company,
corporation, limited liability
corporation, company, firm, society,
other organization, or individual.
(2) Exclusions. A nongovernmental
entity or person does not include—
(i) The United States government, a
state government, a unit of local
government (including a county, city,
town, township, parish, village, or other
general-purpose subdivision of a state)
or an Indian tribe or tribal organization
established under Federal, state or
Indian tribal law (including the
Department of Hawaiian Home Lands),
or a department, agency, or
instrumentality of any such entity;
(ii) A federally-chartered public
corporation that receives Federal funds
appropriated specifically for that
corporation;
(iii) An insured depository institution
or affiliate of an insured depository
institution; or
(iv) An officer, director, employee, or
representative (acting in his or her
capacity as an officer, director,
employee, or representative) of an entity
listed in paragraphs (j)(2)(i) through (iii)
of this section.
(k) Party. The term ‘‘party’’. The
authority citation for part 405 continues
to read as follows: with respect to a
covered agreement means each NGEP
and each insured depository institution
or affiliate that entered into the
agreement.
(l) Relevant supervisory agency. The
‘‘relevant supervisory agency’’ for a
covered agreement means the
appropriate Federal banking agency
for—
(1) Each insured depository
institution (or subsidiary thereof) that is
a party to the covered agreement;
(2) Each insured depository
institution (or subsidiary thereof) or
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CRA affiliate that makes payments or
loans or provides services that are
subject to the covered agreement; and
(3) Any company (other than an
insured depository institution or
subsidiary thereof) that is a party to the
covered agreement.
(m) State savings association. ‘‘State
savings association’’ has the same
meaning as in section 3(b)(3) of the
Federal Deposit Insurance Act (12
U.S.C. 1813(b)(3)).
(n) Term of agreement. An agreement
that does not have a fixed termination
date is considered to terminate on the
last date on which any party to the
agreement makes any payment or
provides any loan or other resources
under the agreement, unless the relevant
supervisory agency for the agreement
otherwise notifies each party in writing.
Dated at Washington, DC, this 23rd day of
April 2015.
By order of the Board of Directors.
Federal Deposit Insurance Corporation.
Robert E. Feldman,
Executive Secretary.
[FR Doc. 2015–09894 Filed 4–28–15; 8:45 am]
BILLING CODE 6741–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–1083; Directorate
Identifier 2014–CE–036–AD; Amendment
39–18140; AD 2015–08–04]
RIN 2120–AA64
Airworthiness Directives; Various
Aircraft Equipped With Wing Lift Struts
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 99–01–05
R1, which applied to certain aircraft
equipped with wing lift struts. AD 99–
01–05 R1 required 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. This new AD retains all
requirements of AD 99–01–05R1 and
adds additional airplane models to the
Applicability section. This AD was
prompted by a report that additional
Piper Aircraft, Inc. model airplanes
should be added to the Applicability
section. We are issuing this AD to
SUMMARY:
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23699
correct the unsafe condition on these
products.
This AD is effective June 3, 2015.
The Director of the Federal Register
approved the incorporation by reference
of certain other publications listed in
this AD as of February 8, 1999 (63 FR
72132, December 31, 1998).
ADDRESSES: 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 view this 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. It is also available
on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
1083.
DATES:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
1083; 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: For
Piper Aircraft, Inc. airplanes, contact:
Gregory ‘‘Keith’’ Noles, Aerospace
Engineer, FAA, Atlanta Aircraft
Certification Office (ACO), 1701
Columbia Avenue, College Park, Georgia
30337; phone: (404) 474–5551; fax: (404)
474–5606; email: gregory.noles@faa.gov.
For FS 2000 Corp, FS 2001 Corp, FS
2002 Corporation, and FS 2003
Corporation airplanes, contact: Jeff
Morfitt, Aerospace Engineer, FAA,
Seattle ACO, 1601 Lind Avenue SW.,
Renton, Washington 98057; phone:
(425) 917–6405; fax: (245) 917–6590;
email: jeff.morfitt@faa.gov.
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For LAVIA ARGENTINA S.A.
(LAVIASA) airplanes, contact: S.M.
Nagarajan, Aerospace Engineer, FAA,
Small Airplane Directorate, 901 Locust,
Room 301, Kansas City, Missouri 64106;
telephone: (816) 329–4145; fax: (816)
329–4090; email: sarjapur.nagarajan@
faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 99–01–05 R1,
Amendment 39–17688 (78 FR 73997,
December 10, 2013; corrected 78 FR
79599, December 31, 2013), (‘‘AD 99–
01–05 R1’’). AD 99–01–05 R1 applied to
certain aircraft equipped with wing lift
struts. The NPRM published in the
Federal Register on December 31, 2014
(79 FR 78729). The NPRM was
prompted by a report that Piper Aircraft,
Inc. (Piper) Models J–3, J3C–65 (Army
L–4A), J3P, J4B, and J4F airplanes
should be added to the Applicability
section. We were also informed of a
serial number overlap between Piper
Model PA–18s listed in AD 99–01–05
R1 and Piper Model PA–19 (Army L–
18C). Certain serial numbers listed for
Model PA–18s should also be listed
under Model PA–19 (Army L–18C). The
NPRM proposed to retain all
requirements of AD 99–01–05 R1 and
add airplanes to the Applicability
section. We are issuing this AD to
correct the unsafe condition on these
products.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the NPRM (79 FR 78729,
December 31, 2014) and the FAA’s
response to each comment.
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Request To Remove the ‘‘NO STEP’’
Placard Requirement for Models PA–
25, PA–24–235, and PA–25–260
Airplanes
Joe Barr stated that LAVIA
ARGENTINA S.A. (LAVIASA) Models
PA–25, PA–24–235, and PA–25–260
airplanes should be exempt from the
requirement in paragraph (m) of the
proposed AD to install a ‘‘NO STEP’’
placard on each wing lift strut.
Joe Barr stated that the LAVIASA PA–
25 series airplanes are the only low
wing monoplane aircraft of all the
affected airplane models listed in the
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proposed AD. The LAVIASA PA–25
series airplanes have a wing support
strut that is located on top of, rather
than below, the wing. The upper end of
the wing lift strut attaches to the top of
the fuselage and the bottom end of the
strut attaches to the top of the wing at
the midpoint region. There is no safe
wing walk surface area on the top of the
wing that extends more than a few
inches from the wing root to walk or
stand at this mid-wing station. No one
could possibly step on or stand on the
strut at or near this wing location
without significant damage to the
adjacent fabric covered wing structure
itself. Therefore, it is illogical and
irrelevant to have a ‘‘NO STEP’’ placard
of any kind at the mentioned location
on the wing lift struts of the LAVIASA
PA–25 series airplanes. This
requirement was clearly meant for high
wing aircraft only.
We agree with the commenter. The
intent of the placard is to prevent
damage from stepping on the lower end
of the strut. This would not occur on
LAVIASA Models PA–25, PA–24–235,
and PA–25–260 airplanes due to the
configuration discussed above.
We have changed paragraph (m) in
this AD to exclude LAVIASA Models
PA–25, PA–24–235, and PA–25–260
airplanes from this requirement.
Request To Allow a Different Rework
Method of an Unsealed Wing Lift Strut
for Model J–3 Airplanes
Mike Teets stated that he wants the
option of using a different method for
reworking a non-sealed wing lift strut to
a sealed condition for Piper Aircraft Inc.
Model J–3 airplanes.
Mike Teets stated that he has been
inspecting the wing life struts on his
Piper Aircraft, Inc. Model J–3 airplane
for years and has developed a method
for ‘‘reoperating’’ an unsealed wing life
strut to a sealed condition, which would
remove the need for the repetitive
inspections and thereby reduce costs
associated with the requirements of the
proposed AD.
We do not agree with the commenter.
The commenter’s request pertains to
only one model airplane affected by this
AD and addresses only a portion of the
requirements of the proposed AD. The
commenter’s proposal would be more
appropriately addressed by requesting
an alternative method of compliance
following the procedures specified in
paragraph (n) of this AD.
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We have not changed this AD based
on this comment.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this AD
with the changes described previously
and any minor editorial changes. We
have determined that these minor
changes:
• Are consistent with the intent that
was proposed in the NPRM (79 FR
78729, December 31, 2014) for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (79 FR 78729,
December 31, 2014).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this AD.
Related Service Information Under 1
CFR Part 51
We reviewed Piper Aircraft
Corporation Mandatory Service Bulletin
No. 528D, dated October 19, 1990, Piper
Aircraft Corporation Mandatory Service
Bulletin No. 910A, dated October 10,
1989; 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;
and Jensen Aircraft Installation
Instructions for Modified Lift Strut
Fittings, which incorporates pages 1 and
5, Original Issue, dated July 15, 1983;
pages 2, 4, and 6, Revision No. 1, dated
March 30, 1984; and pages a and 3,
Revision No. 2, dated April 20, 1984.
The service information describes
procedures for wing lift strut assembly
inspection and replacement. This
information is reasonably available at
https://www.regulations.gov by searching
for and locating Docket No. FAA–2014–
1083, or you may see ADDRESSES for
other ways to access this service
information.
Costs of Compliance
We estimate that this AD affects
22,200 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 99–
01–05 R1 is addition of 200 airplanes to
the applicability:
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Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per product
Cost on U.S.
operators
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 ........................
$15,096,000 per inspection cycle.
$2,553,000.
We estimate the following costs to do
any necessary replacements that will be
$30 ..........................
required based on the results of the
inspection. We have no way of
determining the number of aircraft 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 and/or wing lift strut forks
4 work-hours × $85 per hour = $340 ..................
$440
$780
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.
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Regulatory Findings
(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:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
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,
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
99–01–05 R1, Amendment 39–17688 (78
FR 73997, December 10, 2013; corrected
78 FR 79599, December 31, 2013), and
adding the following new AD:
■
2015–08–04 Various Aircraft: Amendment
39–18140; Docket No. FAA–2014–1083;
Directorate Identifier 2014–CE–036–AD.
(a) Effective Date
This AD is effective June 3, 2015.
(b) Affected ADs
This AD supersedes AD 99–01–05 R1,
Amendment 39–17688 (78 FR 73997,
December 10, 2013; corrected 78 FR 79599,
December 31, 2013) ‘‘AD 99–01–05 R1’’. AD
99–26–19 R1, Amendment 39–17681 (78 FR
76040, December 16, 2013), also relates to the
subject of this AD.
(c) Applicability
This AD applies to the following airplanes
identified in Table 1 and Table 2 to
paragraph (c) of this AD, that are equipped
with wing lift struts, including 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; and are
certificated in any category.
(1) Based on optional engine installations
some airplanes may have been re-identified
or registered with another model that is not
listed in the type certificate data sheet
(TCDS). For instance, Piper Model J3C–65
airplanes are type certificated on Type
Certificate Data Sheet (TCDS) A–691 but may
also have been re-identified or registered as
a Model J3C–115, J3F–50, J3C–75, J3C–75D,
J3C–75S, J3L–75, J3C–85, J3C–85S, J3C–90,
J3F–90, J3F–90S, J3C–100, or J3–L4J airplane.
(2) The airplane model number on the
affected airplane or its registry may or may
not contain the dash (-), e.g. J3 and J–3. This
AD applies to both variations.
Note 1 to paragraph (c) of this AD: There
is a serial number overlap between the Piper
PA–18 series airplanes and the Piper Model
PA–19 (Army L–18C) airplanes listed in AD
99–01–05 R1. Serial numbers 18–1 through
18–7632 listed for the PA–18 series airplanes
are also now listed under Model PA–19
(Army L–18C) and Model PA–19S.
TABLE 1 TO PARAGRAPH (C) OF THIS AD—AIRPLANES PREVIOUSLY AFFECTED BY AD 99–01–05 R1
Type certificate holder
Aircraft model
FS 2000 Corp ...........................
L–14 ..........................................................................................
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Serial Nos.
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All.
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Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations
TABLE 1 TO PARAGRAPH (C) OF THIS AD—AIRPLANES PREVIOUSLY AFFECTED BY AD 99–01–05 R1—Continued
Type certificate holder
Aircraft model
FS 2001 Corp ...........................
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 ......................................
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
Aircraft,
Aircraft,
Aircraft,
Aircraft,
Aircraft,
Aircraft,
Inc
Inc
Inc
Inc
Inc
Inc
......................
......................
......................
......................
......................
......................
Piper Aircraft, Inc ......................
Piper Aircraft, Inc ......................
Piper Aircraft, Inc ......................
Serial Nos.
All.
14–1 through 14–523.
12–1 through 12–4036.
25–1 through 25–8156024.
TG–8 (Army TG–8, Navy XLNP–1) ..........................................
E–2 and F–2 .............................................................................
J3C–40, J3C–50, J3C–50S, J3C–65 (Army L–4, L–4B, L–4H,
L–4J, 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 .........................................
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.
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.
22–1 through 22–9848.
18–1 through 18–7632 and 19–1, 19–2, and
19–3.
20–1 through 20–1121.
TABLE 2 TO PARAGRAPH (C) OF THIS AD—AIRPLANES NEW TO THIS AD
Type certificate holder
Aircraft model
Serial Nos.
Piper Aircraft, Inc ............................
J–3 .................................................
Piper Aircraft, Inc ............................
Piper Aircraft, Inc ............................
J3C–65 (Army L–4A) .....................
J3P .................................................
Piper Aircraft, Inc ............................
Piper Aircraft, Inc ............................
J4B .................................................
J4F .................................................
1100 through 1200 and 1999 and up that were manufactured before
October 15, 1939.
All.
2325, 2327, 2339, 2340, 2342, 2344, 2345, 2347, 2349, 2351, 2355
and up that were manufactured before January 10, 1942.
4–400 and up that were manufactured before December 11, 1942.
4–828 and up.
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 57, Wings.
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(e) Unsafe Condition
(1) The subject of this AD was originally
prompted by reports of corrosion damage
found on the wing lift struts. AD 99–01–05
R1 is being superseded to include certain
Piper Aircraft, Inc. Models J–3, J3C–65 (Army
L4A), J3P, J4B, and J4F airplanes that were
inadvertently omitted from the applicability,
paragraph (c), of AD 99–01–05 (64 FR 72524,
December 28, 1999) ‘‘99–01–05’’ and
subsequently AD 99–01–05 R1.
Note 2 to paragraph (e) of this AD: There
is a serial number overlap between the Piper
PA–18 series airplanes and the Piper Model
PA–19 (Army L–18C) airplanes listed in AD
99–01–05 R1. Serial numbers 18–1 through
18–7632 listed for the PA–18 series airplanes
are also now listed under Model PA–19
(Army L–18C) and Model PA–19S.
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(2) AD 99–01–05 R1 was issued to clarify
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 99–01–05 R1. There are no new
requirements in this AD except for the
addition of certain model airplanes to the
applicability, paragraph (c) of this AD.
(3) 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) Compliance
Unless already done (compliance with AD
99–01–05 R1 and AD 93–10–06, Amendment
39–8586 (58 FR 29965, May 25, 1993) ‘‘AD
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93–010–06’’), do the following actions within
the compliance times specified in paragraphs
(g) through (m) 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 longterm (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 (n) of this AD for
approving such actions as an alternative
method of compliance (AMOC).
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(g) Remove Wing Lift Struts
(1) For all airplanes previously affected by
AD 99–01–05 R1: Within 1 calendar month
after February 8, 1999 (the effective date
retained from AD 99–01–05), or within 24
calendar months after the last inspection
done in accordance with AD 93–10–06
(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 the actions in one of the
following paragraphs (h)(1), (h)(2), (i)(1),
(i)(2), or (i)(3) of this AD, including all
subparagraphs.
(2) For all airplanes new to this AD (not
previously affected by AD 99–01–05 R1):
Within 1 calendar month after the effective
date of this AD or within 24 calendar months
after the last inspection done in accordance
with AD 93–10–06 (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 the actions
in one of the following paragraphs (h)(1),
(h)(2), (i)(1), (i)(2), or (i)(3) of this AD,
including all subparagraphs.
(h) Inspect Wing Lift Struts
For all airplanes listed in this AD: Before
further flight after the removal required in
paragraph (g) of this AD, inspect each wing
lift strut following paragraph (h)(1) or (h)(2)
of this AD, including all subparagraphs, or do
the wing lift strut replacement following one
of the options in paragraph (i)(1), (i)(2), or
(i)(3) of this AD.
(1) 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 visible and no
perceptible dents are found on any wing lift
strut during the inspection required in
paragraph (h)(1) of this AD, before further
flight, apply corrosion inhibitor to each wing
lift strut 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 (h)(1) or (h)(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 (h)(1) of
this AD or during any repetitive inspection
required in paragraph (h)(1)(i) of this AD,
before further flight, replace the affected
wing lift strut with one of the replacement
options specified in paragraph (i)(1), (i)(2), or
(i)(3) 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
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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).
(i) If no corrosion is found on any wing lift
strut during the inspection required in
paragraph (h)(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
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 (h)(1) or (h)(2) of
this AD, including all subparagraphs.
(ii) If corrosion is found on any wing lift
strut during the inspection required in
paragraph (h)(2) of this AD or during any
repetitive inspection required in paragraph
(h)(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 (i)(1), (i)(2), or
(i)(3) of this AD. Do the replacement
following the procedures specified in those
paragraphs, as applicable.
(i) Wing Lift Strut Replacement Options
Before further flight after the removal
required in paragraph (g) of this AD, replace
the wing lift struts following one of the
options in paragraph (i)(1), (i)(2), or (i)(3) of
this AD, including all subparagraphs, or
inspect each wing lift strut following
paragraph (h)(1) or (h)(2) of this AD.
(1) Install original equipment manufacturer
(OEM) part number wing lift struts (or FAAapproved equivalent part numbers) that have
been inspected following the procedures in
either paragraph (h)(1) or (h)(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
(h)(1) or (h)(2) of this AD, including all
subparagraphs.
(2) Install new sealed wing lift strut
assemblies (or FAA-approved equivalent part
numbers) (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 (h)(1)
and (h)(2) of this AD, and the wing lift strut
fork removal, inspection, and replacement
requirement in paragraphs (j) and (k) of this
AD, including all subparagraphs, 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
PO 00000
Frm 00031
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23703
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 (h)(1) or (h)(2) of
this AD, including all subparagraphs.
(j) Remove Wing Lift Strut Forks
(1) For all airplanes previously affected by
AD 99–01–05 R1, except for Model 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) or within
500 hours TIS after the last inspection done
in accordance with AD 93–10–06 (which was
superseded by AD 99–01–05), whichever
occurs later, remove the wing lift strut forks
(unless already replaced in accordance with
paragraph (i)(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 the actions
in one of the following paragraphs (k) or (l)
of this AD, including all subparagraphs.
(2) For all airplanes new to this AD (not
previously affected by AD 99–01–05 R1):
Within the next 100 hours TIS after the
effective date of this AD or within 500 hours
TIS after the last inspection done in
accordance with AD 93–10–06 (which was
superseded by AD 99–01–05), whichever
occurs later, remove the wing lift strut forks
(unless already replaced in accordance with
paragraph (i)(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 the actions
in one of the following paragraphs (k) or (l)
of this AD, including all subparagraphs.
(k) Inspect and Replace Wing Lift Strut
Forks
For all airplanes affected by this AD:
Before further flight after the removal
required in paragraph (j) of this AD, inspect
the wing lift strut forks following paragraph
(k) of this AD, including all subparagraphs,
or do the wing lift strut fork replacement
following one of the options in paragraph
(l)(1), (l)(2), (l)(3), or (l)(4) of this AD,
including all subparagraphs. 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 on the
Internet https://rgl.faa.gov/Regulatory_and_
Guidance_Library/rgAdvisoryCircular.nsf/0/
99c827db9baac81b86256b4500596c4e/
$FILE/Chapter%2005.pdf. Repetitively
thereafter inspect at intervals not to exceed
500 hours TIS until the replacement time
requirement specified in paragraph (k)(2) or
(k)(3) of this AD is reached provided no
cracks are found.
(1) If cracks are found during any
inspection required in paragraph (k) of this
AD or during any repetitive inspection
required in paragraph (k)(2) or (k)(3) of this
AD, before further flight, replace the affected
wing lift strut fork with one of the
replacement options specified in paragraph
(l)(1), (l)(2), (l)(3), or (l)(4) of this AD,
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including all subparagraphs. 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 (k) 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
(l)(1), (l)(2), (l)(3), or (l)(4) of this AD,
including all subparagraphs. 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 (k) of this
AD, including all subparagraphs.
(3) If no cracks are found during the initial
inspection required in paragraph (k) 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 (l)(1), (l)(2), (l)(3), or (l)(4) of this
AD, including all subparagraphs. 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 (k) of this
AD, including all subparagraphs.
(l) Wing Lift Strut Fork Replacement Options
Before further flight after the removal
required in paragraph (j) of this AD, replace
the wing lift strut forks following one of the
options in paragraph (l)(1), (l)(2), (l)(3), or
(l)(4) of this AD, including all subparagraphs,
or inspect the wing lift strut forks following
paragraph (k) of this AD, including all
subparagraphs.
(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. Wing 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 and replace the newly installed wing
lift strut forks at intervals not to exceed 500
hours TIS following the procedures specified
in paragraph (k) of this AD, including all
subparagraphs.
(2) Install new sealed wing lift strut
assemblies (or FAA-approved equivalent part
numbers) (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
(i)(2) of this AD. Installing one of these new
sealed wing lift strut assemblies terminates
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the repetitive inspection requirements in
paragraphs (h)(1) and (h)(2) of this AD, and
the wing lift strut fork removal, inspection,
and replacement requirements in paragraphs
(j) and (k) of this AD, including all
subparagraphs, for that wing lift strut
assembly.
(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
(h)(1) or (h)(2) of this AD, including all
subparagraphs.
(i) For Models PA–12 and PA–12S
airplanes: STC SA1583NM, which can be
found on the Internet at https://rgl.faa.gov/
Regulatory_and_Guidance_Library/rgstc.nsf/
0/2E708575849845B285256CC1008213CA
?OpenDocument&Highlight=sa1583nm;
(ii) For Model PA–14 airplanes: STC
SA1584NM, which can be found on the
Internet at https://rgl.faa.gov/Regulatory_and_
Guidance_Library/rgstc.nsf/0/39872B8
14471737685256CC1008213D0?Open
Document&Highlight=sa1584nm;
(iii) For Models PA–16 and PA–16S
airplanes: STC SA1590NM, which can be
found on the Internet at https://rgl.faa.gov/
Regulatory_and_Guidance_Library/rgstc.nsf/
0/B28C4162E30D941F85256CC1008213F6?
OpenDocument&Highlight=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, which can be
found on the Internet at https://rgl.faa.gov/
Regulatory_and_Guidance_Library/rgstc.nsf/
0/A2BE010FB1CA61A285256CC1008213D6
?OpenDocument&Highlight=sa1585nm;
(v) For Models PA–20, PA–20S, PA–20
‘‘115’’, PA–20S ‘‘115’’, PA–20 ‘‘135’’, and
PA–20S ‘‘135’’ airplanes: STC SA1586NM,
which can be found on the Internet at
https://rgl.faa.gov/Regulatory_and_Guidance_
Library/rgstc.nsf/0/873CC69D42C87CF5852
56CC1008213DC?OpenDocument&
Highlight=sa1586nm; and
(vi) For Model PA–22 airplanes: STC
SA1587NM, which can be found on the
Internet at https://rgl.faa.gov/Regulatory_and_
Guidance_Library/rgstc.nsf/0/B051D04
CCC0BED7E85256CC1008213E0?Open
Document&Highlight=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 (i)(3) of this AD.
Installing these wing lift strut assemblies
terminates the repetitive inspection
requirements of this AD for the wing lift strut
fork only. Repetitively inspect the wing lift
PO 00000
Frm 00032
Fmt 4700
Sfmt 4700
struts as specified in paragraph (h)(1) or
(h)(2) of this AD, including all
subparagraphs.
(m) Install Placard
(1) For all airplanes previously affected by
AD 99–01–05 R1, except for Models PA–25,
PA–25–235, and PA–25–260 airplanes:
Within 1 calendar month after February 8,
1999 (the effective date retained from AD 99–
01–05), or within 24 calendar months after
the last inspection required by AD 93–10–06
(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 actions in paragraph (m)(1)(i)
or (m)(1)(ii) of this AD. The ‘‘NO STEP’’
markings required by paragraph (m)(1)(i) or
(m)(1)(ii) of this AD must remain in place for
the life of the airplane.
(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 strut 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.
(2) For all airplanes new to this AD (not
previously affected by AD 99–01–05 R1):
Within 1 calendar month after the effective
date of this AD or within 24 calendar months
after the last inspection required by AD 93–
10–06 (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 actions in paragraph
(m)(2)(i) or (m)(2)(ii) of this AD. The ‘‘NO
STEP’’ markings required by paragraph
(m)(2)(i) or (m)(2)(ii) of this AD must remain
in place for the life of the airplane.
(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 strut 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.
(n) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Atlanta ACO, FAA, has
the authority to approve AMOCs for this AD
related to Piper Aircraft, Inc. airplanes; the
Manager, Seattle ACO, FAA has the authority
to approve AMOCs for this AD related to FS
2000 Corp, FS 2001 Corp, FS 2002
Corporation, and FS 2003 Corporation
airplanes; and the Manager, Standards Office,
FAA, has the authority to approve AMOCs
for this AD related to LAVIA ARGENTINA
S.A. (LAVIASA) airplanes, if requested using
the procedures found in 14 CFR 39.19. In
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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 appropriate person identified
in paragraph (o) 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, AD
99–01–05, and AD 99–01–05 R1, are
approved as AMOCs for this AD.
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(o) Related Information
(1) For more information about this AD
related to Piper Aircraft, Inc. airplanes,
contact: Gregory ‘‘Keith’’ 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 more information about this AD
related to FS 2000 Corp, FS 2001 Corp, FS
2002 Corporation, and FS 2003 Corporation
airplanes, contact: Jeff Morfitt, Aerospace
Engineer, FAA, Seattle ACO, 1601 Lind
Avenue SW., Renton, Washington 98057;
phone: (425) 917–6405; fax: (245) 917–6590;
email: jeff.morfitt@faa.gov.
(3) For more information about this AD
related to LAVIA ARGENTINA S.A.
(LAVIASA) airplanes, contact: S.M.
Nagarajan, Aerospace Engineer, FAA, Small
Airplane Directorate, 901 Locust, Room 301,
Kansas City, Missouri 64106; telephone:
(816) 329–4145; fax: (816) 329–4090; email:
sarjapur.nagarajan@faa.gov.
(p) 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 February 8, 1999 (63 FR
72132, December 31, 1998).
(i) Piper Aircraft Corporation Mandatory
Service Bulletin No. 528D, dated October 19,
1990.
(ii) Piper Aircraft Corporation Mandatory
Service Bulletin No. 910A, dated October 10,
1989.
(iii) 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.
(iv) Jensen Aircraft Installation Instructions
for Modified Lift Strut Fittings, which
incorporates pages 1 and 5, Original Issue,
dated July 15, 1983; pages 2, 4, and 6,
Revision No. 1, dated March 30, 1984; and
pages a and 3, Revision No. 2, dated April
20, 1984.
(4) For Piper Aircraft, Inc. service
information identified in this AD, contact
Piper Aircraft, Inc., Customer Services, 2926
Piper Drive, Vero Beach, Florida 32960;
telephone: (772) 567–4361; Internet:
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www.piper.com. Copies of the instructions to
the F. Atlee Dodge 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.
(5) 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. It is also available
on the Internet at https://www.regulations.gov
by searching for and locating Docket No.
FAA–2014–1083.
(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 2015–08–04
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.
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
PO 00000
Frm 00033
Fmt 4700
Sfmt 4700
23705
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.
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
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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.
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
VerDate Sep<11>2014
16:52 Apr 28, 2015
Jkt 235001
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
MSB No. 528D, dated October 19, 1990, or
Piper MSB No. 910A, dated October 10, 1989,
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.
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Frm 00034
Fmt 4700
Sfmt 4725
• 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 MSB No. 528D, dated
October 19, 1990, or Piper MSB No. 910A,
dated October 10, 1989.
10. Record the lift strut inspection in the
aircraft log book.
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23706
Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations
Issued in Kansas City, Missouri, on April
8, 2015.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2015–08732 Filed 4–28–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2014–0745; Airspace
Docket No. 14–ACE–3]
Establishment of Class E Airspace;
Alma, NE
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This action establishes Class
E airspace at Alma, NE. Controlled
airspace is necessary to accommodate
new Standard Instrument Approach
Procedures (SIAPs) at Alma Municipal
Airport. The FAA is taking this action
to enhance the safety and management
of Instrument Flight Rules (IFR)
operations for SIAPs at the airport. This
action also corrects the state from KS to
NE under the airport designation.
DATES: Effective date, 0901 UTC, June
25, 2015. The Director of the Federal
Register approves this incorporation by
reference action under 1 CFR part 51,
subject to the annual revision of FAA
Order 7400.9 and publication of
conforming amendments.
ADDRESSES: FAA Order 7400.9Y,
Airspace Designations and Reporting
Points, and subsequent amendments can
be viewed on line at https://www.faa.
gov/airtraffic/publications/. The Order
is also available for inspection at the
National Archives and Records
Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030,
or go to https://www.archives.gov/
federal_register/code_of_federalregulations/ibr_locations.html.
FAA Order 7400.9, Airspace
Designations and Reporting Points, is
published yearly and effective on
September 15. For further information,
you can contact the Airspace Policy and
ATC Regulations Group, Federal
Aviation Administration, 800
Independence Avenue SW.,
Washington, DC 29591; telephone: 202–
267–8783.
FOR FURTHER INFORMATION CONTACT:
Rebecca Shelby, Central Service Center,
Operations Support Group, Federal
Aviation Administration, Southwest
mstockstill on DSK4VPTVN1PROD with RULES
SUMMARY:
VerDate Sep<11>2014
16:52 Apr 28, 2015
Jkt 235001
Region, 2601 Meacham Blvd., Fort
Worth, TX 76137; telephone: 817–321–
7740.
SUPPLEMENTARY INFORMATION:
History
On October 28, 2014, the FAA
published in the Federal Register a
notice of proposed rulemaking (NPRM)
to establish Class E airspace extending
upward from 700 feet above the surface
at Alma Municipal Airport, Alma, NE
(79 FR 64152) Docket No. FAA–2014–
0745. Interested parties were invited to
participate in this rulemaking effort by
submitting written comments on the
proposal to the FAA. No comments
were received. Subsequent to
publications, an error was found under
the airport designation listing the
airport in KS, instead of NE. This action
corrects the error.
Class E airspace designations are
published in paragraph 6005 of FAA
Order 7400.9Y dated August 6, 2014,
and effective September 15, 2014, which
is incorporated by reference in 14 CFR
part 71.1. The Class E airspace
designations listed in this document
will be published subsequently in the
Order.
Availability and Summary of
Documents for Incorporation by
Reference
This document amends FAA Order
7400.9Y, airspace Designations and
Reporting Points, dated August 6, 2014,
and effective September 15, 2014. FAA
Order 7400.9Y is publicly available as
listed in the ADDRESSES section of this
final rule. FAA Order 7400.9Y lists
Class A, B, C, D, and E airspace areas,
air traffic service routes, and reporting
points.
The Rule
This action amends Title 14, Code of
Federal Regulations (14 CFR), Part 71 by
establishing Class E airspace extending
upward from 700 feet above the surface
within a 6.5-mile radius of Alma
Municipal Airport, Alma, NE.
Controlled airspace is necessary to
accommodate new Standard Instrument
Approach Procedures at the airport.
This action enhances the safety and
management of IFR operations for SIAPs
at the airport. This action also correctly
lists the airport state as NE instead of KS
under the airport designation.
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. Therefore, this regulation: (1) Is
not a ‘‘significant regulatory action’’
under Executive Order 12866; (2) is not
PO 00000
Frm 00035
Fmt 4700
Sfmt 4700
23707
a ‘‘significant rule’’ under DOT
Regulatory Policies and Procedures (44
FR 11034; February 26, 1979); and (3)
does not warrant preparation of a
regulatory evaluation as the anticipated
impact is so minimal. Since this is a
routine matter that only affects air traffic
procedures and air navigation, it is
certified that this rule, when
promulgated, does not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
The FAA’s authority to issue rules
regarding aviation safety is found in
Title 49 of the U.S. Code. Subtitle 1,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the agency’s
authority. This rulemaking is
promulgated under the authority
described in Subtitle VII, Part A,
Subpart I, Section 40103. Under that
section, the FAA is charged with
prescribing regulations to assign the use
of airspace necessary to ensure the
safety of aircraft and the efficient use of
airspace. This regulation is within the
scope of that authority as it establishes
controlled airspace at Alma Municipal
Airport, Alma, NE.
Environmental Review
The FAA has determined that this
action qualifies for categorical under the
National Policy Act in accordance with
FAA Order 1050.1E,— ‘‘Environmental
Impacts: Policies and Procedures’’
paragraph 311a. This airspace action is
not expected to cause any potentially
significant environmental impacts, and
no extraordinary circumstances exit that
warrant preparation of an
environmental assessment.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference,
Navigation (air).
Adoption of the Amendment
In consideration of the foregoing, the
Federal Aviation Administration
amends 14 CFR part 71 as follows:
PART 71—DESIGNATION OF CLASS A,
B, C, D, AND E AIRSPACE AREAS; AIR
TRAFFIC SERVICE ROUTES; AND
REPORTING POINTS
1. The authority citation for part 71
continues to read as follows:
■
Authority: 49 U.S.C. 106(f), 106(g);, 40103,
40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR,
1959–1963 Comp., p. 389.
§ 71.1
[Amended]
2. The incorporation by reference in
14 CFR 71.1 of FAA Order 7400.9Y,
■
E:\FR\FM\29APR1.SGM
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]]>Agencies
[Federal Register Volume 80, Number 82 (Wednesday, April 29, 2015)]
[Rules and Regulations]
[Pages 23699-23707]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-08732]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-1083; Directorate Identifier 2014-CE-036-AD;
Amendment 39-18140; AD 2015-08-04]
RIN 2120-AA64
Airworthiness Directives; Various Aircraft Equipped With Wing
Lift Struts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding Airworthiness Directive (AD) 99-01-05 R1,
which applied to certain aircraft equipped with wing lift struts. AD
99-01-05 R1 required 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. This new AD retains
all requirements of AD 99-01-05R1 and adds additional airplane models
to the Applicability section. This AD was prompted by a report that
additional Piper Aircraft, Inc. model airplanes should be added to the
Applicability section. We are issuing this AD to correct the unsafe
condition on these products.
DATES: This AD is effective June 3, 2015.
The Director of the Federal Register approved the incorporation by
reference of certain other publications listed in this AD as of
February 8, 1999 (63 FR 72132, December 31, 1998).
ADDRESSES: 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 view
this 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.
It is also available on the Internet at https://www.regulations.gov by
searching for and locating Docket No. FAA-2014-1083.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2014-
1083; 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: For Piper Aircraft, Inc. airplanes,
contact: Gregory ``Keith'' Noles, Aerospace Engineer, FAA, Atlanta
Aircraft Certification Office (ACO), 1701 Columbia Avenue, College
Park, Georgia 30337; phone: (404) 474-5551; fax: (404) 474-5606; email:
gregory.noles@faa.gov.
For FS 2000 Corp, FS 2001 Corp, FS 2002 Corporation, and FS 2003
Corporation airplanes, contact: Jeff Morfitt, Aerospace Engineer, FAA,
Seattle ACO, 1601 Lind Avenue SW., Renton, Washington 98057; phone:
(425) 917-6405; fax: (245) 917-6590; email: jeff.morfitt@faa.gov.
[[Page 23700]]
For LAVIA ARGENTINA S.A. (LAVIASA) airplanes, contact: S.M.
Nagarajan, Aerospace Engineer, FAA, Small Airplane Directorate, 901
Locust, Room 301, Kansas City, Missouri 64106; telephone: (816) 329-
4145; fax: (816) 329-4090; email: sarjapur.nagarajan@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 99-01-05 R1, Amendment 39-17688 (78 FR 73997,
December 10, 2013; corrected 78 FR 79599, December 31, 2013), (``AD 99-
01-05 R1''). AD 99-01-05 R1 applied to certain aircraft equipped with
wing lift struts. The NPRM published in the Federal Register on
December 31, 2014 (79 FR 78729). The NPRM was prompted by a report that
Piper Aircraft, Inc. (Piper) Models J-3, J3C-65 (Army L-4A), J3P, J4B,
and J4F airplanes should be added to the Applicability section. We were
also informed of a serial number overlap between Piper Model PA-18s
listed in AD 99-01-05 R1 and Piper Model PA-19 (Army L-18C). Certain
serial numbers listed for Model PA-18s should also be listed under
Model PA-19 (Army L-18C). The NPRM proposed to retain all requirements
of AD 99-01-05 R1 and add airplanes to the Applicability section. We
are issuing this AD to correct the unsafe condition on these products.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (79
FR 78729, December 31, 2014) and the FAA's response to each comment.
Request To Remove the ``NO STEP'' Placard Requirement for Models PA-25,
PA-24-235, and PA-25-260 Airplanes
Joe Barr stated that LAVIA ARGENTINA S.A. (LAVIASA) Models PA-25,
PA-24-235, and PA-25-260 airplanes should be exempt from the
requirement in paragraph (m) of the proposed AD to install a ``NO
STEP'' placard on each wing lift strut.
Joe Barr stated that the LAVIASA PA-25 series airplanes are the
only low wing monoplane aircraft of all the affected airplane models
listed in the proposed AD. The LAVIASA PA-25 series airplanes have a
wing support strut that is located on top of, rather than below, the
wing. The upper end of the wing lift strut attaches to the top of the
fuselage and the bottom end of the strut attaches to the top of the
wing at the midpoint region. There is no safe wing walk surface area on
the top of the wing that extends more than a few inches from the wing
root to walk or stand at this mid-wing station. No one could possibly
step on or stand on the strut at or near this wing location without
significant damage to the adjacent fabric covered wing structure
itself. Therefore, it is illogical and irrelevant to have a ``NO STEP''
placard of any kind at the mentioned location on the wing lift struts
of the LAVIASA PA-25 series airplanes. This requirement was clearly
meant for high wing aircraft only.
We agree with the commenter. The intent of the placard is to
prevent damage from stepping on the lower end of the strut. This would
not occur on LAVIASA Models PA-25, PA-24-235, and PA-25-260 airplanes
due to the configuration discussed above.
We have changed paragraph (m) in this AD to exclude LAVIASA Models
PA-25, PA-24-235, and PA-25-260 airplanes from this requirement.
Request To Allow a Different Rework Method of an Unsealed Wing Lift
Strut for Model J-3 Airplanes
Mike Teets stated that he wants the option of using a different
method for reworking a non-sealed wing lift strut to a sealed condition
for Piper Aircraft Inc. Model J-3 airplanes.
Mike Teets stated that he has been inspecting the wing life struts
on his Piper Aircraft, Inc. Model J-3 airplane for years and has
developed a method for ``reoperating'' an unsealed wing life strut to a
sealed condition, which would remove the need for the repetitive
inspections and thereby reduce costs associated with the requirements
of the proposed AD.
We do not agree with the commenter. The commenter's request
pertains to only one model airplane affected by this AD and addresses
only a portion of the requirements of the proposed AD. The commenter's
proposal would be more appropriately addressed by requesting an
alternative method of compliance following the procedures specified in
paragraph (n) of this AD.
We have not changed this AD based on this comment.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and any minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (79 FR 78729, December 31, 2014) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (79 FR 78729, December 31, 2014).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.
Related Service Information Under 1 CFR Part 51
We reviewed Piper Aircraft Corporation Mandatory Service Bulletin
No. 528D, dated October 19, 1990, Piper Aircraft Corporation Mandatory
Service Bulletin No. 910A, dated October 10, 1989; 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; and Jensen Aircraft Installation
Instructions for Modified Lift Strut Fittings, which incorporates pages
1 and 5, Original Issue, dated July 15, 1983; pages 2, 4, and 6,
Revision No. 1, dated March 30, 1984; and pages a and 3, Revision No.
2, dated April 20, 1984. The service information describes procedures
for wing lift strut assembly inspection and replacement. This
information is reasonably available at https://www.regulations.gov by
searching for and locating Docket No. FAA-2014-1083, or you may see
ADDRESSES for other ways to access this service information.
Costs of Compliance
We estimate that this AD affects 22,200 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 99-01-05 R1 is addition of 200 airplanes to the
applicability:
[[Page 23701]]
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 per Not applicable... $680 per $15,096,000 per
struts and wing lift strut hour = $680 per inspection cycle. inspection
forks. inspection cycle. cycle.
Installation placard........... 1 work-hour x $85 = $30.............. $115............. $2,553,000.
$85.
----------------------------------------------------------------------------------------------------------------
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 aircraft 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 and/or 4 work-hours x $85 per hour = $440 $780
wing lift strut forks. $340.
----------------------------------------------------------------------------------------------------------------
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:
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 R1, Amendment 39-17688 (78 FR 73997, December 10, 2013;
corrected 78 FR 79599, December 31, 2013), and adding the following new
AD:
2015-08-04 Various Aircraft: Amendment 39-18140; Docket No. FAA-
2014-1083; Directorate Identifier 2014-CE-036-AD.
(a) Effective Date
This AD is effective June 3, 2015.
(b) Affected ADs
This AD supersedes AD 99-01-05 R1, Amendment 39-17688 (78 FR
73997, December 10, 2013; corrected 78 FR 79599, December 31, 2013)
``AD 99-01-05 R1''. AD 99-26-19 R1, Amendment 39-17681 (78 FR 76040,
December 16, 2013), also relates to the subject of this AD.
(c) Applicability
This AD applies to the following airplanes identified in Table 1
and Table 2 to paragraph (c) of this AD, that are equipped with wing
lift struts, including 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; and are certificated
in any category.
(1) Based on optional engine installations some airplanes may
have been re-identified or registered with another model that is not
listed in the type certificate data sheet (TCDS). For instance,
Piper Model J3C-65 airplanes are type certificated on Type
Certificate Data Sheet (TCDS) A-691 but may also have been re-
identified or registered as a Model J3C-115, J3F-50, J3C-75, J3C-
75D, J3C-75S, J3L-75, J3C-85, J3C-85S, J3C-90, J3F-90, J3F-90S, J3C-
100, or J3-L4J airplane.
(2) The airplane model number on the affected airplane or its
registry may or may not contain the dash (-), e.g. J3 and J-3. This
AD applies to both variations.
Note 1 to paragraph (c) of this AD: There is a serial number
overlap between the Piper PA-18 series airplanes and the Piper Model
PA-19 (Army L-18C) airplanes listed in AD 99-01-05 R1. Serial
numbers 18-1 through 18-7632 listed for the PA-18 series airplanes
are also now listed under Model PA-19 (Army L-18C) and Model PA-19S.
Table 1 to Paragraph (c) of This AD--Airplanes Previously Affected by AD
99-01-05 R1
------------------------------------------------------------------------
Type certificate holder Aircraft model Serial Nos.
------------------------------------------------------------------------
FS 2000 Corp.................. L-14.................. All.
[[Page 23702]]
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. (LAVIASA) PA-25, PA-25-235, and 25-1 through 25-
PA-25-260. 8156024.
Piper Aircraft, Inc........... TG-8 (Army TG-8, Navy All.
XLNP-1).
Piper Aircraft, Inc........... E-2 and F-2........... All.
Piper Aircraft, Inc........... J3C-40, J3C-50, J3C- All.
50S, J3C-65 (Army L-
4, L-4B, L-4H, L-4J,
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), PA- 8309025, 18900
18S ``105'' through
(Special), PA-18A, PA- 1809032, and
18 ``125'' (Army L- 1809034 through
21A), PA-18S ``125'', 1809040.
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), 18-1 through 18-
and PA-19S. 7632 and 19-1,
19-2, and 19-3.
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.
------------------------------------------------------------------------
Table 2 to Paragraph (c) of This AD--Airplanes New to This AD
------------------------------------------------------------------------
Type certificate holder Aircraft model Serial Nos.
------------------------------------------------------------------------
Piper Aircraft, Inc........... J-3.............. 1100 through 1200 and
1999 and up that
were manufactured
before October 15,
1939.
Piper Aircraft, Inc........... J3C-65 (Army L- All.
4A).
Piper Aircraft, Inc........... J3P.............. 2325, 2327, 2339,
2340, 2342, 2344,
2345, 2347, 2349,
2351, 2355 and up
that were
manufactured before
January 10, 1942.
Piper Aircraft, Inc........... J4B.............. 4-400 and up that
were manufactured
before December 11,
1942.
Piper Aircraft, Inc........... J4F.............. 4-828 and up.
------------------------------------------------------------------------
(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. AD 99-01-05 R1 is
being superseded to include certain Piper Aircraft, Inc. Models J-3,
J3C-65 (Army L4A), J3P, J4B, and J4F airplanes that were
inadvertently omitted from the applicability, paragraph (c), of AD
99-01-05 (64 FR 72524, December 28, 1999) ``99-01-05'' and
subsequently AD 99-01-05 R1.
Note 2 to paragraph (e) of this AD: There is a serial number
overlap between the Piper PA-18 series airplanes and the Piper Model
PA-19 (Army L-18C) airplanes listed in AD 99-01-05 R1. Serial
numbers 18-1 through 18-7632 listed for the PA-18 series airplanes
are also now listed under Model PA-19 (Army L-18C) and Model PA-19S.
(2) AD 99-01-05 R1 was issued to clarify 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 99-01-05 R1. There are no new
requirements in this AD except for the addition of certain model
airplanes to the applicability, paragraph (c) of this AD.
(3) 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) Compliance
Unless already done (compliance with AD 99-01-05 R1 and AD 93-
10-06, Amendment 39-8586 (58 FR 29965, May 25, 1993) ``AD 93-010-
06''), do the following actions within the compliance times
specified in paragraphs (g) through (m) 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 (n) of this AD for approving such
actions as an alternative method of compliance (AMOC).
[[Page 23703]]
(g) Remove Wing Lift Struts
(1) For all airplanes previously affected by AD 99-01-05 R1:
Within 1 calendar month after February 8, 1999 (the effective date
retained from AD 99-01-05), or within 24 calendar months after the
last inspection done in accordance with AD 93-10-06 (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 the actions in one of the following
paragraphs (h)(1), (h)(2), (i)(1), (i)(2), or (i)(3) of this AD,
including all subparagraphs.
(2) For all airplanes new to this AD (not previously affected by
AD 99-01-05 R1): Within 1 calendar month after the effective date of
this AD or within 24 calendar months after the last inspection done
in accordance with AD 93-10-06 (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 the actions in one of the following paragraphs (h)(1),
(h)(2), (i)(1), (i)(2), or (i)(3) of this AD, including all
subparagraphs.
(h) Inspect Wing Lift Struts
For all airplanes listed in this AD: Before further flight after
the removal required in paragraph (g) of this AD, inspect each wing
lift strut following paragraph (h)(1) or (h)(2) of this AD,
including all subparagraphs, or do the wing lift strut replacement
following one of the options in paragraph (i)(1), (i)(2), or (i)(3)
of this AD.
(1) 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 visible and no perceptible dents are
found on any wing lift strut during the inspection required in
paragraph (h)(1) of this AD, before further flight, apply corrosion
inhibitor to each wing lift strut 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 (h)(1) or (h)(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 (h)(1) of
this AD or during any repetitive inspection required in paragraph
(h)(1)(i) of this AD, before further flight, replace the affected
wing lift strut with one of the replacement options specified in
paragraph (i)(1), (i)(2), or (i)(3) 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).
(i) If no corrosion is found on any wing lift strut during the
inspection required in paragraph (h)(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
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 (h)(1) or (h)(2) of
this AD, including all subparagraphs.
(ii) If corrosion is found on any wing lift strut during the
inspection required in paragraph (h)(2) of this AD or during any
repetitive inspection required in paragraph (h)(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 (i)(1), (i)(2), or (i)(3) of this AD. Do the replacement
following the procedures specified in those paragraphs, as
applicable.
(i) Wing Lift Strut Replacement Options
Before further flight after the removal required in paragraph
(g) of this AD, replace the wing lift struts following one of the
options in paragraph (i)(1), (i)(2), or (i)(3) of this AD, including
all subparagraphs, or inspect each wing lift strut following
paragraph (h)(1) or (h)(2) of this AD.
(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 either paragraph (h)(1)
or (h)(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 (h)(1) or (h)(2)
of this AD, including all subparagraphs.
(2) Install new sealed wing lift strut assemblies (or FAA-
approved equivalent part numbers) (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 (h)(1) and (h)(2) of this AD, and the
wing lift strut fork removal, inspection, and replacement
requirement in paragraphs (j) and (k) of this AD, including all
subparagraphs, 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 (h)(1) or (h)(2) of this AD, including all subparagraphs.
(j) Remove Wing Lift Strut Forks
(1) For all airplanes previously affected by AD 99-01-05 R1,
except for Model 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) or within 500 hours TIS
after the last inspection done in accordance with AD 93-10-06 (which
was superseded by AD 99-01-05), whichever occurs later, remove the
wing lift strut forks (unless already replaced in accordance with
paragraph (i)(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
the actions in one of the following paragraphs (k) or (l) of this
AD, including all subparagraphs.
(2) For all airplanes new to this AD (not previously affected by
AD 99-01-05 R1): Within the next 100 hours TIS after the effective
date of this AD or within 500 hours TIS after the last inspection
done in accordance with AD 93-10-06 (which was superseded by AD 99-
01-05), whichever occurs later, remove the wing lift strut forks
(unless already replaced in accordance with paragraph (i)(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 the actions in one of
the following paragraphs (k) or (l) of this AD, including all
subparagraphs.
(k) Inspect and Replace Wing Lift Strut Forks
For all airplanes affected by this AD: Before further flight
after the removal required in paragraph (j) of this AD, inspect the
wing lift strut forks following paragraph (k) of this AD, including
all subparagraphs, or do the wing lift strut fork replacement
following one of the options in paragraph (l)(1), (l)(2), (l)(3), or
(l)(4) of this AD, including all subparagraphs. 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 on the Internet https://rgl.faa.gov/
Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/
99c827db9baac81b86256b4500596c4e/$FILE/Chapter%2005.pdf.
Repetitively thereafter inspect at intervals not to exceed 500 hours
TIS until the replacement time requirement specified in paragraph
(k)(2) or (k)(3) of this AD is reached provided no cracks are found.
(1) If cracks are found during any inspection required in
paragraph (k) of this AD or during any repetitive inspection
required in paragraph (k)(2) or (k)(3) of this AD, before further
flight, replace the affected wing lift strut fork with one of the
replacement options specified in paragraph (l)(1), (l)(2), (l)(3),
or (l)(4) of this AD,
[[Page 23704]]
including all subparagraphs. 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 (k) 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 (l)(1), (l)(2),
(l)(3), or (l)(4) of this AD, including all subparagraphs. 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 (k) of this AD,
including all subparagraphs.
(3) If no cracks are found during the initial inspection
required in paragraph (k) 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 (l)(1), (l)(2), (l)(3), or (l)(4) of this AD, including
all subparagraphs. 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 (k) of this AD, including all subparagraphs.
(l) Wing Lift Strut Fork Replacement Options
Before further flight after the removal required in paragraph
(j) of this AD, replace the wing lift strut forks following one of
the options in paragraph (l)(1), (l)(2), (l)(3), or (l)(4) of this
AD, including all subparagraphs, or inspect the wing lift strut
forks following paragraph (k) of this AD, including all
subparagraphs.
(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. Wing 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 and replace the newly
installed wing lift strut forks at intervals not to exceed 500 hours
TIS following the procedures specified in paragraph (k) of this AD,
including all subparagraphs.
(2) Install new sealed wing lift strut assemblies (or FAA-
approved equivalent part numbers) (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 (i)(2) of this
AD. Installing one of these new sealed wing lift strut assemblies
terminates the repetitive inspection requirements in paragraphs
(h)(1) and (h)(2) of this AD, and the wing lift strut fork removal,
inspection, and replacement requirements in paragraphs (j) and (k)
of this AD, including all subparagraphs, for that wing lift strut
assembly.
(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 (h)(1) or (h)(2) of this
AD, including all subparagraphs.
(i) For Models PA-12 and PA-12S airplanes: STC SA1583NM, which
can be found on the Internet at https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/2E708575849845B285256CC1008213CA?OpenDocument&Highlight=sa1583nm;
(ii) For Model PA-14 airplanes: STC SA1584NM, which can be found
on the Internet at https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/39872B814471737685256CC1008213D0?OpenDocument&Highlight=sa1584nm;
(iii) For Models PA-16 and PA-16S airplanes: STC SA1590NM, which
can be found on the Internet at https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/B28C4162E30D941F85256CC1008213F6?OpenDocument&Highlight=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, which can be found on the Internet at https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/A2BE010FB1CA61A285256CC1008213D6?OpenDocument&Highlight=sa1585nm;
(v) For Models PA-20, PA-20S, PA-20 ``115'', PA-20S ``115'', PA-
20 ``135'', and PA-20S ``135'' airplanes: STC SA1586NM, which can be
found on the Internet at https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/873CC69D42C87CF585256CC1008213DC?OpenDocument&Highlight=sa1586nm;
and
(vi) For Model PA-22 airplanes: STC SA1587NM, which can be found
on the Internet at https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/B051D04CCC0BED7E85256CC1008213E0?OpenDocument&Highlight=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
(i)(3) of this AD. Installing these wing lift strut assemblies
terminates the repetitive inspection requirements of this AD for the
wing lift strut fork only. Repetitively inspect the wing lift struts
as specified in paragraph (h)(1) or (h)(2) of this AD, including all
subparagraphs.
(m) Install Placard
(1) For all airplanes previously affected by AD 99-01-05 R1,
except for Models PA-25, PA-25-235, and PA-25-260 airplanes: Within
1 calendar month after February 8, 1999 (the effective date retained
from AD 99-01-05), or within 24 calendar months after the last
inspection required by AD 93-10-06 (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 actions in paragraph (m)(1)(i) or (m)(1)(ii) of
this AD. The ``NO STEP'' markings required by paragraph (m)(1)(i) or
(m)(1)(ii) of this AD must remain in place for the life of the
airplane.
(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 strut 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.
(2) For all airplanes new to this AD (not previously affected by
AD 99-01-05 R1): Within 1 calendar month after the effective date of
this AD or within 24 calendar months after the last inspection
required by AD 93-10-06 (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 actions in paragraph (m)(2)(i) or (m)(2)(ii) of
this AD. The ``NO STEP'' markings required by paragraph (m)(2)(i) or
(m)(2)(ii) of this AD must remain in place for the life of the
airplane.
(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 strut 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.
(n) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Atlanta ACO, FAA, has the authority to approve
AMOCs for this AD related to Piper Aircraft, Inc. airplanes; the
Manager, Seattle ACO, FAA has the authority to approve AMOCs for
this AD related to FS 2000 Corp, FS 2001 Corp, FS 2002 Corporation,
and FS 2003 Corporation airplanes; and the Manager, Standards
Office, FAA, has the authority to approve AMOCs for this AD related
to LAVIA ARGENTINA S.A. (LAVIASA) airplanes, if requested using the
procedures found in 14 CFR 39.19. In
[[Page 23705]]
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 appropriate person identified in paragraph
(o) 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, AD 99-01-05, and AD 99-01-05
R1, are approved as AMOCs for this AD.
(o) Related Information
(1) For more information about this AD related to Piper
Aircraft, Inc. airplanes, contact: Gregory ``Keith'' 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 more information about this AD related to FS 2000 Corp,
FS 2001 Corp, FS 2002 Corporation, and FS 2003 Corporation
airplanes, contact: Jeff Morfitt, Aerospace Engineer, FAA, Seattle
ACO, 1601 Lind Avenue SW., Renton, Washington 98057; phone: (425)
917-6405; fax: (245) 917-6590; email: jeff.morfitt@faa.gov.
(3) For more information about this AD related to LAVIA
ARGENTINA S.A. (LAVIASA) airplanes, contact: S.M. Nagarajan,
Aerospace Engineer, FAA, Small Airplane Directorate, 901 Locust,
Room 301, Kansas City, Missouri 64106; telephone: (816) 329-4145;
fax: (816) 329-4090; email: sarjapur.nagarajan@faa.gov.
(p) 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
February 8, 1999 (63 FR 72132, December 31, 1998).
(i) Piper Aircraft Corporation Mandatory Service Bulletin No.
528D, dated October 19, 1990.
(ii) Piper Aircraft Corporation Mandatory Service Bulletin No.
910A, dated October 10, 1989.
(iii) 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.
(iv) Jensen Aircraft Installation Instructions for Modified Lift
Strut Fittings, which incorporates pages 1 and 5, Original Issue,
dated July 15, 1983; pages 2, 4, and 6, Revision No. 1, dated March
30, 1984; and pages a and 3, Revision No. 2, dated April 20, 1984.
(4) For Piper Aircraft, Inc. 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 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.
(5) 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. It is also available on the
Internet at https://www.regulations.gov by searching for and locating
Docket No. FAA-2014-1083.
(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 2015-08-04
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.
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
[[Page 23706]]
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.
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 MSB No. 528D, dated October 19, 1990, or Piper MSB No. 910A,
dated October 10, 1989, 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 MSB No. 528D, dated October 19, 1990, or Piper MSB No.
910A, dated October 10, 1989.
10. Record the lift strut inspection in the aircraft log book.
[GRAPHIC] [TIFF OMITTED] TR29AP15.000
[[Page 23707]]
Issued in Kansas City, Missouri, on April 8, 2015.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2015-08732 Filed 4-28-15; 8:45 am]
BILLING CODE 4910-13-P
