Airworthiness Directives; Piper Aircraft, Inc. Airplanes, 47118-47122 [2020-16225]

Download as PDF 47118 Proposed Rules Federal Register Vol. 85, No. 150 Tuesday, August 4, 2020 This section of the FEDERAL REGISTER contains notices to the public of the proposed issuance of rules and regulations. The purpose of these notices is to give interested persons an opportunity to participate in the rule making prior to the adoption of the final rules. DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2017–1059; Product Identifier 2017–CE–035–AD] RIN 2120–AA64 Airworthiness Directives; Piper Aircraft, Inc. Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening of comment period. AGENCY: The FAA is revising an earlier proposal for certain Piper Aircraft, Inc. (Piper) Models PA–28–140, PA–28–150, PA–28–160, PA–28–180, PA–28–235, PA–32–260, and PA–32–300 airplanes. This action revises the notice of proposed rulemaking (NPRM) by including a revision to the manufacturer’s service information, including an additional inspection method, and removing the requirement to install the access panel. The FAA is proposing this airworthiness directive (AD) to address the unsafe condition on these products. Since the actions in the revised service information would impose an additional burden over those in the NPRM, the FAA is reopening the comment period to allow the public the chance to comment on these changes. DATES: The comment period for the NPRM published in the Federal Register on November 7, 2017 (82 FR 51583), is reopened. The FAA must receive comments on this SNPRM by September 18, 2020. ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods: • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– jbell on DSKJLSW7X2PROD with PROPOSALS SUMMARY: VerDate Sep<11>2014 17:23 Aug 03, 2020 Jkt 250001 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590. • Hand Delivery: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this SNPRM, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; telephone: (772) 567–4361; internet: www.piper.com. You may view this service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329– 4148. Examining the AD Docket You may examine the AD docket on the internet at https:// www.regulations.gov by searching for and locating Docket No. FAA–2017– 1059; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this SNPRM, the regulatory evaluation, any comments received, and other information. The street address for Docket Operations is listed above. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Dan McCully, Aerospace Engineer, FAA, Atlanta ACO Branch, 1701 Columbia Avenue, College Park, Georgia 30337; telephone: (404) 474–5548; fax: (404) 474–5606; email: william.mccully@ faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited The FAA invites you to send any written relevant data, views, or arguments about this proposed AD. Send your comments to an address listed under the ADDRESSES section. Include ‘‘Docket No. FAA–2017–1059; Product Identifier 2017–CE–035–AD’’ at the beginning of your comments. The FAA will consider all comments received by the closing date and may amend this proposed AD because of those comments. Except for Confidential Business Information as described in the PO 00000 Frm 00001 Fmt 4702 Sfmt 4702 following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments we receive, without change, to https:// regulations.gov, including any personal information you provide. The FAA will also post a report summarizing each substantive verbal contact it receives about this proposed AD. Confidential Business Information Confidential Business Information (CBI) is commercial or financial information that is both customarily and actually treated as private by its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public disclosure. If your comments responsive to this NPRM contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this NPRM, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI as ‘‘PROPIN.’’ The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this NPRM. Submissions containing CBI should be sent to Dan McCully, Aerospace Engineer, FAA, Atlanta ACO Branch, 1701 Columbia Avenue, College Park, Georgia 30337; telephone: (404) 474–5548; fax: (404) 474–5606; email: william.mccully@faa.gov. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking. Discussion The FAA issued an NPRM to amend 14 CFR part 39 by adding an AD that would apply to certain serial-numbered Piper Models PA–28–140, PA–28–150, PA–28–160, PA–28–180, PA–28–235, PA–32–260, and PA–32–300 airplanes. The NPRM was published in the Federal Register on November 7, 2017 (82 FR 51583). The NPRM was prompted by reports of significant corrosion found in an area of the main wing spar not easily accessible for inspection. The NPRM proposed to require installing inspection access panels in the lower wing skin near the left and the right main wing spars (if not already there), inspecting for corrosion, E:\FR\FM\04AUP1.SGM 04AUP1 Federal Register / Vol. 85, No. 150 / Tuesday, August 4, 2020 / Proposed Rules and taking all necessary corrective actions if corrosion is found. Actions Since the NPRM Was Issued Since the FAA issued the NPRM, Piper revised its service information to add a minimum thickness dimension for the top inboard wing skin and to include procedures for reapplying corrosion preventive compound if removed during the inspection. The FAA is incorporating these revised procedures into the proposed AD. Also, at the request of some commenters, the FAA has replaced the proposed requirement to install access panels for the visual inspection with optional access methods: The use of existing access panels, installation of access panels, accessing the area during a concurrent inspection, or using a borescope through existing holes or openings. Comments The FAA gave the public the opportunity to comment on the NPRM. The following presents the comments received on the NPRM and the FAA’s response to each comment. jbell on DSKJLSW7X2PROD with PROPOSALS Requests Regarding the FAA’s Justification of the Unsafe Condition The Airline Owners and Pilots Association (AOPA) and five individual commenters requested that the FAA provide more information about the events surrounding the two damaged airplanes that prompted this proposed AD. Specifically, the commenters asked about the history, climate, storage, location, and operating conditions of the two damaged airplanes. AOPA further requested that the FAA publish its Small Airplane Risk Assessment (SARA) of the unsafe condition. Four commenters requested that the NPRM be withdrawn as not warranted or not justified as an unsafe condition. The FAA agrees to provide additional information about the events that prompted the NPRM. One of the subject airplanes is a Model PA–28–140 registered in Chile, on which severe corrosion of the left-hand main spar assembly was discovered during maintenance to add a wing inspection panel. Corrosion damage of a similar extent was found in the same location on a Model PA–28–161 registered in Scotland. The Model PA–28–161 airplane had inspection access panels installed, but the airplane had not been properly inspected. As FAA regulations do not require owners to maintain records of an airplane’s operating history, the information requested by the commenters about the climate, VerDate Sep<11>2014 17:23 Aug 03, 2020 Jkt 250001 storage, and operating conditions of these airplanes is unknown. The corrosion observed on the subject wing spars penetrated through more than 25 percent of the cross sectional area, to the extent that failure was imminent, and therefore qualified as a Primary Structure Hazard Level 5 under the FAA’s SARA process. A subsequent Corrective Action Review Board determined that the similarity, extent, and location of the corrosion in the subject airplanes poses a safety concern requiring corrective action for airplanes with wings of a similar design. The airplanes listed in the applicability of the proposed AD have wings with the same cross sectional member, shape, and material, and thus are subject to this same unsafe condition. The FAA limited applicability to models of an older design that did not include wing inspection access panels because of the likelihood that corrosion has been overlooked. The FAA has not changed this proposed AD based on these comments. Request To Allow Borescope Inspection Instead of Installation of Access Panels Over thirty commenters requested the proposed AD allow a borescope inspection method instead of installing access panels in the wing skin. The commenters stated that the borescope inspection method is a more cost-effective and less invasive option than the purchase and installation of the Piper access panel kit. The borescope inspection method also mitigates damage risk to the airplane structure associated with cutting the wing skin to install the Piper kit. Several commenters requested the proposed AD require installing smaller inspection holes to facilitate a borescope inspection. Other commenters stated, in some cases, existing access points such as inspection panels, removeable fairings, and lightening holes provided adequate access to conduct a borescope inspection. The FAA agrees with allowing a borescope inspection method instead of requiring the installation of access panels in the wing skin. This SNPRM removes the proposed requirement to install the access panels. Due to the many variations and types of inspection openings possible on different model airplanes, it is not feasible for the FAA to specify access options for each particular airplane. As a result, the FAA has not changed the proposed AD to require smaller inspection holes. Instead, the SNPRM proposes four options for gaining access to the inspection area, including using a PO 00000 Frm 00002 Fmt 4702 Sfmt 4702 47119 borescope through existing access points. Request To Access Inspection Area During Wing Tank Removal Six commenters requested the proposed AD allow access to the inspection area by removing the wing tank. The FAA agrees and has changed this proposed AD to allow inspection during concurrent maintenance, such as when the wing tank has been removed, as an option for gaining access to the inspection area. Request for a Definitive Corrosion Removal Parameter William Goebel and Robert Nelson requested the FAA remove the requirement to inspect for ‘‘any evidence of corrosion’’ and instead provide criteria or a quantifiable measurement of unacceptable corrosion. The commenters stated that the wording in the NPRM is vague and will unnecessarily require corrective action and subsequent material thickness measurements for minor surface corrosion The FAA disagrees. Even with minor corrosion removal, the thickness of the affected structure must be verified for remaining strength. The criteria in the service information for determining the minimum acceptable thickness of the wing components are based on actual remaining strength computations for each component of the wing structure. While some elements of the spar can sustain liberal material removal and retain adequate strength without additional reinforcement, other elements can sustain little or no reduction in thickness before strength is compromised and repair is required. The FAA has not changed the corrective action requirements for corrosion based on these comments. Request for Clarification of the Required Inspection Area Andrew Durbin and Michael Dieck requested the FAA clarify the areas to be inspected, as the instructions in Piper Service Bulletin No. 1304, dated August 23, 2017, are vague and contradictory and contain errors. The FAA agrees that the inspection area described in Piper Service Bulletin No. 1304, dated August 23, 2017, is open to misinterpretation. The FAA has changed the proposed AD to include specific inspection areas. Request Local Fabrication of the Inspection Access Panels Donald Morris and Raymond Stone requested that the proposed AD allow E:\FR\FM\04AUP1.SGM 04AUP1 47120 Federal Register / Vol. 85, No. 150 / Tuesday, August 4, 2020 / Proposed Rules local fabrication of the inspection panels as an alternative to purchasing the specified kit from Piper. One of these commenters requested the AD include the materials and dimensions of the parts in the kit so mechanics can fabricate these parts. The commenters stated the inspection access panels require no special tooling or methods to fabricate and are within the capability of most mechanics, and local fabrication could save time and money for owners. Robert Nelson agreed it should not be necessary to purchase the parts from Piper. The FAA partially agrees. The FAA has changed the proposed AD to remove the requirement to install access panels. Instead, this SNPRM proposes to allow other methods of accessing the inspection area. Because the proposed AD no longer requires installation of the Piper kit, the commenters’ request is no longer necessary. Request for Exemption From Compliance Kenneth Vida asked whether the proposed AD would apply to their airplane. The commenter stated that the wings of the PA–28–180C were removed and no corrosion found on the wing spars or the pocket in the airframe. The wings were reinstalled in the summer of 2016 and the airplanes resumed operating in April of 2017. The FAA infers that the commenter is requesting credit for a prior maintenance event. Ross Tracey requested that airplanes that have been inspected as specified in Piper SB No. 1006 within the last two years be exempt from the proposed AD. The FAA disagrees. Piper SB No. 1006 specifies inspecting the spar structure ‘‘behind the fuel tank,’’ which is outboard of the inspection area in the proposed AD. Accomplishment of SB No. 1006 alone would not satisfy compliance with the proposed AD. The FAA has revised the proposed AD to allow credit for prior inspections performed in accordance with Piper Service Bulletin No. 1304, dated August 23, 2017, under certain conditions. For operators who seek credit for other methods, under the provisions of paragraph (j) of this AD, the FAA will consider requests for approval of an alternative method of compliance (AMOC) if sufficient data is submitted to substantiate that the method provides an acceptable level of safety. Request To Update the Costs of Compliance Five commenters, including AOPA, requested the FAA update the cost of complying with the proposed AD. These commenters stated that pricing for the Piper kit of $175 in the Cost of Compliance section is too low. One of these commenters requested that the cost estimate include the cost of applying a protective coating to the inspection panels to match the airplane’s existing exterior coating. The FAA partially agrees. This SNPRM updates the cost of the access panel kit, which is now proposed as an optional installation and not a required installation. The cost analysis in AD rulemaking actions typically includes only the costs associated with complying with the AD. Accordingly, the FAA is not including the cost of applying a matching protective coating because that activity is not required to comply with any portion of the proposed AD. Related Service Information Under 1 CFR Part 51 The FAA reviewed Piper Service Bulletin No. 1304A, dated August 14, 2018. The service bulletin contains procedures for installing an inspection access panel in the lower wing skin near the left and the right main wing spars, if not already there, inspecting for corrosion, and, if corrosion is found, taking all necessary corrective actions. The service bulletin also contains procedures for applying corrosion prevention and for verifying that the top inboard wing skin thickness meets or exceeds the minimum thickness after corrosion is removed. This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section. FAA’s Determination The FAA is proposing this AD because it evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. Certain changes described above expand the scope of the NPRM. As a result, the FAA determined that it is necessary to reopen the comment period to provide additional opportunity for the public to comment on this SNPRM. Proposed Requirements of This SNPRM This SNPRM would require inspecting the left and right main wing spar for corrosion, and, if corrosion is found, taking all necessary corrective actions. Differences Between This SNPRM and the Service Information Piper SB No. 1304A, dated August 14, 2018, provides the manufacturer’s procedures for installing access panels on the lower skin of the left wing and the right wing for easier access to the left and right main wing spar. This SNPRM does not propose a requirement to install the access panels but would allow the installation as an option to access the inspection area. Costs of Compliance The FAA estimates that this SNPRM would affect 11,476 airplanes of U.S. registry. The FAA estimates the following costs to comply with this SNPRM: INSPECTION COSTS Action Labor cost Parts cost Cost per product Main wing spar inspection ..... 2 work-hours × $85 per hour = $170 to inspect both wings. Not Applicable .. $170 per inspection cycle ..... Cost on U.S. operators $1,950,920 per inspection cycle. jbell on DSKJLSW7X2PROD with PROPOSALS INSTALLATION OF ACCESS PANELS Optional action Labor cost Parts cost Install inspection access panel in the lower wing skin near the left and the right main wing spars. 6 work-hours × $85 per hour = $510 to install the inspection access panel on both wings. $220 for the kit that contains provisions for installing inspections access panels on both wings. VerDate Sep<11>2014 17:23 Aug 03, 2020 Jkt 250001 PO 00000 Frm 00003 Fmt 4702 Sfmt 4702 E:\FR\FM\04AUP1.SGM 04AUP1 Cost per product $730 Federal Register / Vol. 85, No. 150 / Tuesday, August 4, 2020 / Proposed Rules This proposed AD does not require the installation of the access panels for the visual inspection; however, it allows the installation of the panels, as one of four options, to access the inspection area. On-Condition Costs The extent of damage found during the required inspection could vary significantly from airplane to airplane. The FAA has no way of determining how much damage may be found on each airplane, the cost to repair damaged parts on each airplane, or the number of airplanes that may require repair. 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. The FAA is 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 The FAA determined that this proposed AD would not have federalism implications under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify this proposed regulation: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, (2) Will not affect intrastate aviation in Alaska to the extent that it justifies making a regulatory distinction, and (3) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. 47121 The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): ■ Piper Aircraft, Inc.: Docket No. FAA–2017– 1059; Product Identifier 2017–CE–035– AD. (a) Comments Due Date The FAA must receive comments by September 18, 2020. (b) Affected ADs None. (c) Applicability This AD applies to the following Piper Aircraft, Inc. model airplanes that are certificated in any category: TABLE 1 TO PARAGRAPH (c) OF THIS AD—AFFECTED MODELS AND SERIAL NUMBERS Model PA–28–140 PA–28–150 PA–28–180 PA–28–235 PA–32–260 PA–32–300 Serial numbers .............................................. and PA–28–160 ................... .............................................. .............................................. .............................................. .............................................. 28–20001 through 28–26946, and 28–7125001 through 28–7725290. 28–1 through 28–4377, and 28–1760A. 28–671 through 28–5859, 28–7105001 through 28–7205318, and 28–7305001 through 28–7505261. 28–10001 through 28–11378, 28–7110001 through 28–7710089, and 28E–11. 32–04, 32–1 through 32–1297, and 32–7100001 through 32–7800008. 32–15, 32–21, 32–40000 through 32–40974, and 32–7140001 through 32–7840222. (d) Subject Joint Aircraft System Component (JASC)/ Air Transport Association (ATA) of America Code 5711, Wing Spar. jbell on DSKJLSW7X2PROD with PROPOSALS (e) Unsafe Condition This AD was prompted by reports of corrosion found in an area of the main wing spar not easily accessible for inspection. The FAA is issuing this AD to detect and correct corrosion in the wing root area of the left and the right main wing spars. The unsafe condition, if not detected and corrected, could cause the main wing spar to fail, which could result in loss of airplane control. (f) Compliance Comply with this AD within the compliance times specified, unless already done. VerDate Sep<11>2014 17:23 Aug 03, 2020 Jkt 250001 (g) Inspect the Left and Right Main Wing Spars for Corrosion Within the next 100 hours time-in-service (TIS) after the effective date of this AD or within the next 12 months after the effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 7 years, inspect the forward and aft surfaces of the left and right main wing spars between wing station (WS) 24.24 and WS 49.25 for corrosion as follows. (1) Gain visual access to the inspection area by complying with either paragraph (g)(1)(i), (ii), (iii), or (iv) of this AD. Note 1 to paragraph (g)(1) of this AD: Step 1 and figure 1 in Part I Wing Spar Inspection of Piper Aircraft, Inc. Service Bulletin No. 1304A, August 14, 2018 (Piper SB No. 1304A), contain instructions you may use for identifying the inspection area and determining if wing access panels have been installed. PO 00000 Frm 00004 Fmt 4702 Sfmt 4702 (i) Remove existing wing inspection access panels and fairings. (ii) Install Inspection Access Hole Kit part number 765–106V, and then remove the wing inspection access panels and fairings. (iii) Access the inspection area during concurrent maintenance such as a wing tank removal, wing removal, or wing skin repair. (iv) Use a lighted borescope capable of 10X or higher power magnification display through existing access points (e.g., wing root fairing, landing gear panels, internal lightening holes, or other access points depending on model). (2) Identify the wing spar configuration for your airplane and clean the inspection area in accordance with step 3, table 1, and figure 2 (sheets 1 and 2) in Part I Wing Spar Inspection of Piper SB No. 1304A. Visually inspect each spar component for evidence of corrosion, including irregularities such as blisters, flakes, chips, lumps, bulging skin, and missing rivets. E:\FR\FM\04AUP1.SGM 04AUP1 47122 Federal Register / Vol. 85, No. 150 / Tuesday, August 4, 2020 / Proposed Rules Note 2 to paragraph (g)(2) of this AD: Paint coatings may mask the initial stages of corrosion, and faying surfaces, such as riveted lap joints, may hide corrosion. (h) Corrective Actions (1) If any evidence of corrosion is found during any inspection required by paragraph (g) of this AD, before further flight, remove the corrosion and determine whether the thickness of the component meets or exceeds the minimum thickness at all locations in accordance with table 2 and step 5 in Part I Wing Spar Inspection of Piper SB No. 1304A. (2) If corrosion preventative compound was removed as part of any inspection required by paragraph (g) of this AD, before further flight, apply corrosion preventative compound by following step 1 in Part III Return to Service of Piper SB No. 1304A. jbell on DSKJLSW7X2PROD with PROPOSALS (i) Credit for Actions Done Following Previous Service Information This paragraph provides credit for the initial inspection and application of corrosion preventative compound required by paragraphs (g) and (h)(2) of this AD if you performed the inspection before the effective date of this AD using Piper Aircraft, Inc. Service Bulletin No. 1304, dated August 23, 2017, and no evidence of corrosion was found. (j) Alternative Methods of Compliance (AMOCs) (1) The Manager, Atlanta ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (k)(1) 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) For service information that contains steps that are labeled as Required for Compliance (RC), the provisions of paragraphs (j)(3)(i) and (ii) of this AD apply. (i) The steps labeled as RC, including substeps under an RC step and any figures identified in an RC step, must be done to comply with the AD. An AMOC is required for any deviations to RC steps, including substeps and identified figures. (ii) Steps not labeled as RC may be deviated from using accepted methods in accordance with the operator’s maintenance or inspection program without obtaining approval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane can be put back in an airworthy condition. (k) Related Information (1) For more information about this AD, contact Dan McCully, Aerospace Engineer, FAA, Atlanta ACO Branch, 1701 Columbia Avenue, College Park, Georgia 30337; telephone: (404) 474–5548; fax: (404) 474– 5606; email: william.mccully@faa.gov. VerDate Sep<11>2014 17:23 Aug 03, 2020 Jkt 250001 (2) For service information identified in this AD, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; telephone: (772) 567–4361; internet: www.piper.com. You may review this referenced service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329–4148. Issued on July 20, 2020. Lance T. Gant, Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2020–16225 Filed 8–3–20; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2020–0681; Product Identifier 2020–NM–089–AD] RIN 2120–AA64 Airworthiness Directives; Airbus Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: The FAA proposes to adopt a new airworthiness directive (AD) for certain Airbus SAS Model A350–941 airplanes. This proposed AD was prompted by a report that during the assembly of a certain section of the fuselage, the gaps found on self-aligning nuts for eight fasteners were out of tolerance. This proposed AD would require a rotating probe test of all fastener holes located in the affected area for any discrepancies, an eddy current inspection of the surrounding flange for any discrepancies, a detailed inspection of certain frames for any discrepancies, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which will be incorporated by reference. The FAA is proposing this AD to address the unsafe condition on these products. DATES: The FAA must receive comments on this proposed AD by September 18, 2020. ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods: • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. SUMMARY: PO 00000 Frm 00005 Fmt 4702 Sfmt 4702 • Mail: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590. • Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For material incorporated by reference (IBR) in this AD, contact the EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221 89990 1000; email ADs@easa.europa.eu; internet www.easa.europa.eu. You may find this IBR material on the EASA website at https://ad.easa.europa.eu. You may view this IBR material at the FAA, Airworthiness Products Section, Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For information on the availability of this material at the FAA, call 206–231–3195. It is also available in the AD docket on the internet at https:// www.regulations.gov by searching for and locating Docket No. FAA–2020– 0681. 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–2020– 0681; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this NPRM, any comments received, and other information. The street address for Docket Operations is listed above. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Kathleen Arrigotti, Aerospace Engineer, Large Aircraft Section, International Validation Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; telephone and fax 206–231–3218; email Kathleen.Arrigotti@faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited The FAA invites you to send any written relevant data, views, or arguments about this proposal. The most helpful comments reference a specific portion of the proposal, explain the reason for any recommended change, and include supporting data. To ensure the docket does not contain duplicate comments, commenters should send only one copy of written comments, or if comments are filed electronically, commenters should submit only one time. Send your comments to an address listed under the ADDRESSES section. Include ‘‘Docket No. E:\FR\FM\04AUP1.SGM 04AUP1

Agencies

[Federal Register Volume 85, Number 150 (Tuesday, August 4, 2020)]
[Proposed Rules]
[Pages 47118-47122]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-16225]


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Proposed Rules
                                                Federal Register
________________________________________________________________________

This section of the FEDERAL REGISTER contains notices to the public of 
the proposed issuance of rules and regulations. The purpose of these 
notices is to give interested persons an opportunity to participate in 
the rule making prior to the adoption of the final rules.

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Federal Register / Vol. 85, No. 150 / Tuesday, August 4, 2020 / 
Proposed Rules

[[Page 47118]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2017-1059; Product Identifier 2017-CE-035-AD]
RIN 2120-AA64


Airworthiness Directives; Piper Aircraft, Inc. Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening 
of comment period.

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SUMMARY: The FAA is revising an earlier proposal for certain Piper 
Aircraft, Inc. (Piper) Models PA-28-140, PA-28-150, PA-28-160, PA-28-
180, PA-28-235, PA-32-260, and PA-32-300 airplanes. This action revises 
the notice of proposed rulemaking (NPRM) by including a revision to the 
manufacturer's service information, including an additional inspection 
method, and removing the requirement to install the access panel. The 
FAA is proposing this airworthiness directive (AD) to address the 
unsafe condition on these products. Since the actions in the revised 
service information would impose an additional burden over those in the 
NPRM, the FAA is reopening the comment period to allow the public the 
chance to comment on these changes.

DATES: The comment period for the NPRM published in the Federal 
Register on November 7, 2017 (82 FR 51583), is reopened.
    The FAA must receive comments on this SNPRM by September 18, 2020.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    For service information identified in this SNPRM, contact Piper 
Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; telephone: 
(772) 567-4361; internet: www.piper.com. You may view this service 
information at the FAA, Airworthiness Products Section, Operational 
Safety Branch, 901 Locust, Kansas City, Missouri 64106. For information 
on the availability of this material at the FAA, call (816) 329-4148.

Examining the AD Docket

    You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2017-
1059; or in person at Docket Operations between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays. The AD docket contains 
this SNPRM, the regulatory evaluation, any comments received, and other 
information. The street address for Docket Operations is listed above. 
Comments will be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Dan McCully, Aerospace Engineer, FAA, 
Atlanta ACO Branch, 1701 Columbia Avenue, College Park, Georgia 30337; 
telephone: (404) 474-5548; fax: (404) 474-5606; email: 
[email protected].

SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2017-1059; 
Product Identifier 2017-CE-035-AD'' at the beginning of your comments. 
The FAA will consider all comments received by the closing date and may 
amend this proposed AD because of those comments.
    Except for Confidential Business Information as described in the 
following paragraph, and other information as described in 14 CFR 
11.35, the FAA will post all comments we receive, without change, to 
https://regulations.gov, including any personal information you 
provide. The FAA will also post a report summarizing each substantive 
verbal contact it receives about this proposed AD.

Confidential Business Information

    Confidential Business Information (CBI) is commercial or financial 
information that is both customarily and actually treated as private by 
its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), 
CBI is exempt from public disclosure. If your comments responsive to 
this NPRM contain commercial or financial information that is 
customarily treated as private, that you actually treat as private, and 
that is relevant or responsive to this NPRM, it is important that you 
clearly designate the submitted comments as CBI. Please mark each page 
of your submission containing CBI as ``PROPIN.'' The FAA will treat 
such marked submissions as confidential under the FOIA, and they will 
not be placed in the public docket of this NPRM. Submissions containing 
CBI should be sent to Dan McCully, Aerospace Engineer, FAA, Atlanta ACO 
Branch, 1701 Columbia Avenue, College Park, Georgia 30337; telephone: 
(404) 474-5548; fax: (404) 474-5606; email: [email protected]. 
Any commentary that the FAA receives which is not specifically 
designated as CBI will be placed in the public docket for this 
rulemaking.

Discussion

    The FAA issued an NPRM to amend 14 CFR part 39 by adding an AD that 
would apply to certain serial-numbered Piper Models PA-28-140, PA-28-
150, PA-28-160, PA-28-180, PA-28-235, PA-32-260, and PA-32-300 
airplanes. The NPRM was published in the Federal Register on November 
7, 2017 (82 FR 51583). The NPRM was prompted by reports of significant 
corrosion found in an area of the main wing spar not easily accessible 
for inspection. The NPRM proposed to require installing inspection 
access panels in the lower wing skin near the left and the right main 
wing spars (if not already there), inspecting for corrosion,

[[Page 47119]]

and taking all necessary corrective actions if corrosion is found.

Actions Since the NPRM Was Issued

    Since the FAA issued the NPRM, Piper revised its service 
information to add a minimum thickness dimension for the top inboard 
wing skin and to include procedures for reapplying corrosion preventive 
compound if removed during the inspection. The FAA is incorporating 
these revised procedures into the proposed AD. Also, at the request of 
some commenters, the FAA has replaced the proposed requirement to 
install access panels for the visual inspection with optional access 
methods: The use of existing access panels, installation of access 
panels, accessing the area during a concurrent inspection, or using a 
borescope through existing holes or openings.

Comments

    The FAA gave the public the opportunity to comment on the NPRM. The 
following presents the comments received on the NPRM and the FAA's 
response to each comment.

Requests Regarding the FAA's Justification of the Unsafe Condition

    The Airline Owners and Pilots Association (AOPA) and five 
individual commenters requested that the FAA provide more information 
about the events surrounding the two damaged airplanes that prompted 
this proposed AD. Specifically, the commenters asked about the history, 
climate, storage, location, and operating conditions of the two damaged 
airplanes. AOPA further requested that the FAA publish its Small 
Airplane Risk Assessment (SARA) of the unsafe condition.
    Four commenters requested that the NPRM be withdrawn as not 
warranted or not justified as an unsafe condition.
    The FAA agrees to provide additional information about the events 
that prompted the NPRM. One of the subject airplanes is a Model PA-28-
140 registered in Chile, on which severe corrosion of the left-hand 
main spar assembly was discovered during maintenance to add a wing 
inspection panel. Corrosion damage of a similar extent was found in the 
same location on a Model PA-28-161 registered in Scotland. The Model 
PA-28-161 airplane had inspection access panels installed, but the 
airplane had not been properly inspected. As FAA regulations do not 
require owners to maintain records of an airplane's operating history, 
the information requested by the commenters about the climate, storage, 
and operating conditions of these airplanes is unknown.
    The corrosion observed on the subject wing spars penetrated through 
more than 25 percent of the cross sectional area, to the extent that 
failure was imminent, and therefore qualified as a Primary Structure 
Hazard Level 5 under the FAA's SARA process. A subsequent Corrective 
Action Review Board determined that the similarity, extent, and 
location of the corrosion in the subject airplanes poses a safety 
concern requiring corrective action for airplanes with wings of a 
similar design. The airplanes listed in the applicability of the 
proposed AD have wings with the same cross sectional member, shape, and 
material, and thus are subject to this same unsafe condition. The FAA 
limited applicability to models of an older design that did not include 
wing inspection access panels because of the likelihood that corrosion 
has been overlooked. The FAA has not changed this proposed AD based on 
these comments.

Request To Allow Borescope Inspection Instead of Installation of Access 
Panels

    Over thirty commenters requested the proposed AD allow a borescope 
inspection method instead of installing access panels in the wing skin.
    The commenters stated that the borescope inspection method is a 
more cost-effective and less invasive option than the purchase and 
installation of the Piper access panel kit. The borescope inspection 
method also mitigates damage risk to the airplane structure associated 
with cutting the wing skin to install the Piper kit. Several commenters 
requested the proposed AD require installing smaller inspection holes 
to facilitate a borescope inspection. Other commenters stated, in some 
cases, existing access points such as inspection panels, removeable 
fairings, and lightening holes provided adequate access to conduct a 
borescope inspection.
    The FAA agrees with allowing a borescope inspection method instead 
of requiring the installation of access panels in the wing skin. This 
SNPRM removes the proposed requirement to install the access panels. 
Due to the many variations and types of inspection openings possible on 
different model airplanes, it is not feasible for the FAA to specify 
access options for each particular airplane. As a result, the FAA has 
not changed the proposed AD to require smaller inspection holes. 
Instead, the SNPRM proposes four options for gaining access to the 
inspection area, including using a borescope through existing access 
points.

Request To Access Inspection Area During Wing Tank Removal

    Six commenters requested the proposed AD allow access to the 
inspection area by removing the wing tank.
    The FAA agrees and has changed this proposed AD to allow inspection 
during concurrent maintenance, such as when the wing tank has been 
removed, as an option for gaining access to the inspection area.

Request for a Definitive Corrosion Removal Parameter

    William Goebel and Robert Nelson requested the FAA remove the 
requirement to inspect for ``any evidence of corrosion'' and instead 
provide criteria or a quantifiable measurement of unacceptable 
corrosion. The commenters stated that the wording in the NPRM is vague 
and will unnecessarily require corrective action and subsequent 
material thickness measurements for minor surface corrosion
    The FAA disagrees. Even with minor corrosion removal, the thickness 
of the affected structure must be verified for remaining strength. The 
criteria in the service information for determining the minimum 
acceptable thickness of the wing components are based on actual 
remaining strength computations for each component of the wing 
structure. While some elements of the spar can sustain liberal material 
removal and retain adequate strength without additional reinforcement, 
other elements can sustain little or no reduction in thickness before 
strength is compromised and repair is required. The FAA has not changed 
the corrective action requirements for corrosion based on these 
comments.

Request for Clarification of the Required Inspection Area

    Andrew Durbin and Michael Dieck requested the FAA clarify the areas 
to be inspected, as the instructions in Piper Service Bulletin No. 
1304, dated August 23, 2017, are vague and contradictory and contain 
errors.
    The FAA agrees that the inspection area described in Piper Service 
Bulletin No. 1304, dated August 23, 2017, is open to misinterpretation. 
The FAA has changed the proposed AD to include specific inspection 
areas.

Request Local Fabrication of the Inspection Access Panels

    Donald Morris and Raymond Stone requested that the proposed AD 
allow

[[Page 47120]]

local fabrication of the inspection panels as an alternative to 
purchasing the specified kit from Piper. One of these commenters 
requested the AD include the materials and dimensions of the parts in 
the kit so mechanics can fabricate these parts. The commenters stated 
the inspection access panels require no special tooling or methods to 
fabricate and are within the capability of most mechanics, and local 
fabrication could save time and money for owners. Robert Nelson agreed 
it should not be necessary to purchase the parts from Piper.
    The FAA partially agrees. The FAA has changed the proposed AD to 
remove the requirement to install access panels. Instead, this SNPRM 
proposes to allow other methods of accessing the inspection area. 
Because the proposed AD no longer requires installation of the Piper 
kit, the commenters' request is no longer necessary.

Request for Exemption From Compliance

    Kenneth Vida asked whether the proposed AD would apply to their 
airplane. The commenter stated that the wings of the PA-28-180C were 
removed and no corrosion found on the wing spars or the pocket in the 
airframe. The wings were reinstalled in the summer of 2016 and the 
airplanes resumed operating in April of 2017. The FAA infers that the 
commenter is requesting credit for a prior maintenance event. Ross 
Tracey requested that airplanes that have been inspected as specified 
in Piper SB No. 1006 within the last two years be exempt from the 
proposed AD.
    The FAA disagrees. Piper SB No. 1006 specifies inspecting the spar 
structure ``behind the fuel tank,'' which is outboard of the inspection 
area in the proposed AD. Accomplishment of SB No. 1006 alone would not 
satisfy compliance with the proposed AD.
    The FAA has revised the proposed AD to allow credit for prior 
inspections performed in accordance with Piper Service Bulletin No. 
1304, dated August 23, 2017, under certain conditions. For operators 
who seek credit for other methods, under the provisions of paragraph 
(j) of this AD, the FAA will consider requests for approval of an 
alternative method of compliance (AMOC) if sufficient data is submitted 
to substantiate that the method provides an acceptable level of safety.

Request To Update the Costs of Compliance

    Five commenters, including AOPA, requested the FAA update the cost 
of complying with the proposed AD. These commenters stated that pricing 
for the Piper kit of $175 in the Cost of Compliance section is too low. 
One of these commenters requested that the cost estimate include the 
cost of applying a protective coating to the inspection panels to match 
the airplane's existing exterior coating.
    The FAA partially agrees. This SNPRM updates the cost of the access 
panel kit, which is now proposed as an optional installation and not a 
required installation. The cost analysis in AD rulemaking actions 
typically includes only the costs associated with complying with the 
AD. Accordingly, the FAA is not including the cost of applying a 
matching protective coating because that activity is not required to 
comply with any portion of the proposed AD.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed Piper Service Bulletin No. 1304A, dated August 14, 
2018. The service bulletin contains procedures for installing an 
inspection access panel in the lower wing skin near the left and the 
right main wing spars, if not already there, inspecting for corrosion, 
and, if corrosion is found, taking all necessary corrective actions. 
The service bulletin also contains procedures for applying corrosion 
prevention and for verifying that the top inboard wing skin thickness 
meets or exceeds the minimum thickness after corrosion is removed. This 
service information is reasonably available because the interested 
parties have access to it through their normal course of business or by 
the means identified in the ADDRESSES section.

FAA's Determination

    The FAA is proposing this AD because it evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other products of the same type design. 
Certain changes described above expand the scope of the NPRM. As a 
result, the FAA determined that it is necessary to reopen the comment 
period to provide additional opportunity for the public to comment on 
this SNPRM.

Proposed Requirements of This SNPRM

    This SNPRM would require inspecting the left and right main wing 
spar for corrosion, and, if corrosion is found, taking all necessary 
corrective actions.

Differences Between This SNPRM and the Service Information

    Piper SB No. 1304A, dated August 14, 2018, provides the 
manufacturer's procedures for installing access panels on the lower 
skin of the left wing and the right wing for easier access to the left 
and right main wing spar. This SNPRM does not propose a requirement to 
install the access panels but would allow the installation as an option 
to access the inspection area.

Costs of Compliance

    The FAA estimates that this SNPRM would affect 11,476 airplanes of 
U.S. registry.
    The FAA estimates the following costs to comply with this SNPRM:

                                                Inspection Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                  Cost on U.S.
             Action                  Labor cost           Parts cost         Cost per product      operators
----------------------------------------------------------------------------------------------------------------
Main wing spar inspection......  2 work-hours x     Not Applicable........  $170 per           $1,950,920 per
                                  $85 per hour =                             inspection cycle.  inspection
                                  $170 to inspect                                               cycle.
                                  both wings.
----------------------------------------------------------------------------------------------------------------


                                          Installation of Access Panels
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
             Optional action                      Labor cost                  Parts cost              product
----------------------------------------------------------------------------------------------------------------
Install inspection access panel in the    6 work-hours x $85 per      $220 for the kit that                 $730
 lower wing skin near the left and the     hour = $510 to install      contains provisions for
 right main wing spars.                    the inspection access       installing inspections
                                           panel on both wings.        access panels on both
                                                                       wings.
----------------------------------------------------------------------------------------------------------------


[[Page 47121]]

    This proposed AD does not require the installation of the access 
panels for the visual inspection; however, it allows the installation 
of the panels, as one of four options, to access the inspection area.

On-Condition Costs

    The extent of damage found during the required inspection could 
vary significantly from airplane to airplane. The FAA has no way of 
determining how much damage may be found on each airplane, the cost to 
repair damaged parts on each airplane, or the number of airplanes that 
may require repair.

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.
    The FAA is 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

    The FAA determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify this proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Will not affect intrastate aviation in Alaska to the extent 
that it justifies making a regulatory distinction, and
    (3) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

Piper Aircraft, Inc.: Docket No. FAA-2017-1059; Product Identifier 
2017-CE-035-AD.

(a) Comments Due Date

    The FAA must receive comments by September 18, 2020.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to the following Piper Aircraft, Inc. model 
airplanes that are certificated in any category:

 Table 1 to Paragraph (c) of This AD--Affected Models and Serial Numbers
------------------------------------------------------------------------
                Model                            Serial numbers
------------------------------------------------------------------------
PA-28-140............................  28-20001 through 28-26946, and 28-
                                        7125001 through 28-7725290.
PA-28-150 and PA-28-160..............  28-1 through 28-4377, and 28-
                                        1760A.
PA-28-180............................  28-671 through 28-5859, 28-
                                        7105001 through 28-7205318, and
                                        28-7305001 through 28-7505261.
PA-28-235............................  28-10001 through 28-11378, 28-
                                        7110001 through 28-7710089, and
                                        28E-11.
PA-32-260............................  32-04, 32-1 through 32-1297, and
                                        32-7100001 through 32-7800008.
PA-32-300............................  32-15, 32-21, 32-40000 through 32-
                                        40974, and 32-7140001 through 32-
                                        7840222.
------------------------------------------------------------------------

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 5711, Wing Spar.

(e) Unsafe Condition

    This AD was prompted by reports of corrosion found in an area of 
the main wing spar not easily accessible for inspection. The FAA is 
issuing this AD to detect and correct corrosion in the wing root 
area of the left and the right main wing spars. The unsafe 
condition, if not detected and corrected, could cause the main wing 
spar to fail, which could result in loss of airplane control.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Inspect the Left and Right Main Wing Spars for Corrosion

    Within the next 100 hours time-in-service (TIS) after the 
effective date of this AD or within the next 12 months after the 
effective date of this AD, whichever occurs first, and thereafter at 
intervals not to exceed 7 years, inspect the forward and aft 
surfaces of the left and right main wing spars between wing station 
(WS) 24.24 and WS 49.25 for corrosion as follows.
    (1) Gain visual access to the inspection area by complying with 
either paragraph (g)(1)(i), (ii), (iii), or (iv) of this AD.

    Note 1 to paragraph (g)(1) of this AD: Step 1 and figure 1 in 
Part I Wing Spar Inspection of Piper Aircraft, Inc. Service Bulletin 
No. 1304A, August 14, 2018 (Piper SB No. 1304A), contain 
instructions you may use for identifying the inspection area and 
determining if wing access panels have been installed.

    (i) Remove existing wing inspection access panels and fairings.
    (ii) Install Inspection Access Hole Kit part number 765-106V, 
and then remove the wing inspection access panels and fairings.
    (iii) Access the inspection area during concurrent maintenance 
such as a wing tank removal, wing removal, or wing skin repair.
    (iv) Use a lighted borescope capable of 10X or higher power 
magnification display through existing access points (e.g., wing 
root fairing, landing gear panels, internal lightening holes, or 
other access points depending on model).
    (2) Identify the wing spar configuration for your airplane and 
clean the inspection area in accordance with step 3, table 1, and 
figure 2 (sheets 1 and 2) in Part I Wing Spar Inspection of Piper SB 
No. 1304A. Visually inspect each spar component for evidence of 
corrosion, including irregularities such as blisters, flakes, chips, 
lumps, bulging skin, and missing rivets.


[[Page 47122]]


    Note 2 to paragraph (g)(2) of this AD: Paint coatings may mask 
the initial stages of corrosion, and faying surfaces, such as 
riveted lap joints, may hide corrosion.

(h) Corrective Actions

    (1) If any evidence of corrosion is found during any inspection 
required by paragraph (g) of this AD, before further flight, remove 
the corrosion and determine whether the thickness of the component 
meets or exceeds the minimum thickness at all locations in 
accordance with table 2 and step 5 in Part I Wing Spar Inspection of 
Piper SB No. 1304A.
    (2) If corrosion preventative compound was removed as part of 
any inspection required by paragraph (g) of this AD, before further 
flight, apply corrosion preventative compound by following step 1 in 
Part III Return to Service of Piper SB No. 1304A.

(i) Credit for Actions Done Following Previous Service Information

    This paragraph provides credit for the initial inspection and 
application of corrosion preventative compound required by 
paragraphs (g) and (h)(2) of this AD if you performed the inspection 
before the effective date of this AD using Piper Aircraft, Inc. 
Service Bulletin No. 1304, dated August 23, 2017, and no evidence of 
corrosion was found.

(j) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Atlanta ACO Branch, FAA, has the authority to 
approve AMOCs for this AD, if requested using the procedures found 
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request 
to your principal inspector or local Flight Standards District 
Office, as appropriate. If sending information directly to the 
manager of the certification office, send it to the attention of the 
person identified in paragraph (k)(1) 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) For service information that contains steps that are labeled 
as Required for Compliance (RC), the provisions of paragraphs 
(j)(3)(i) and (ii) of this AD apply.
    (i) The steps labeled as RC, including substeps under an RC step 
and any figures identified in an RC step, must be done to comply 
with the AD. An AMOC is required for any deviations to RC steps, 
including substeps and identified figures.
    (ii) Steps not labeled as RC may be deviated from using accepted 
methods in accordance with the operator's maintenance or inspection 
program without obtaining approval of an AMOC, provided the RC 
steps, including substeps and identified figures, can still be done 
as specified, and the airplane can be put back in an airworthy 
condition.

(k) Related Information

    (1) For more information about this AD, contact Dan McCully, 
Aerospace Engineer, FAA, Atlanta ACO Branch, 1701 Columbia Avenue, 
College Park, Georgia 30337; telephone: (404) 474-5548; fax: (404) 
474-5606; email: [email protected].
    (2) For service information identified in this AD, contact Piper 
Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; 
telephone: (772) 567-4361; internet: www.piper.com. You may review 
this referenced service information at the FAA, Airworthiness 
Products Section, Operational Safety Branch, 901 Locust, Kansas 
City, Missouri 64106. For information on the availability of this 
material at the FAA, call (816) 329-4148.

    Issued on July 20, 2020.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification 
Service.
[FR Doc. 2020-16225 Filed 8-3-20; 8:45 am]
BILLING CODE 4910-13-P