[Federal Register Volume 60, Number 235 (Thursday, December 7, 1995)]
[Proposed Rules]
[Pages 62779-62782]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-29860]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 90-CE-63-AD]
Airworthiness Directives; The New Piper Aircraft, Inc. (Formerly
Piper Aircraft Corporation) Models PA31, PA31-300, PA31-325, and PA31-
350 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes to supersede Airworthiness Directive
(AD) 80-14-06, which currently requires the following on The New Piper
Aircraft, Inc. (Piper) Models PA31, PA31-300, PA31-325, and PA31-350
airplanes: repetitively inspecting the outboard flap tracks, wing rib
flanges, and the rear spar web at Wing Station (WS) 147.5 on each wing,
and modifying the area at WS 147.5 on both wings if any cracks are
found as terminating action for the repetitive inspection requirement.
The Federal Aviation Administration's policy on aging commuter-class
aircraft is to eliminate or, in certain instances, reduce the number of
certain repetitive short-interval inspections when improved parts or
modifications are available. The proposed action would retain the
current repetitive inspections contained in AD 80-14-06, and would
require modifying the area at WS 147.5 on both wings as terminating
action for the repetitive inspections. The actions specified in the
proposed AD are intended to prevent structural failure under certain
load conditions caused by cracked areas at WS 147.5, which, if not
[[Page 62780]]
detected and corrected, could result in loss of control of the
airplane.
DATES: Comments must be received on or before February 23, 1996.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Central Region, Office of the Assistant Chief
Counsel, Attention: Rules Docket No. 90-CE-63-AD, Room 1558, 601 E.
12th Street, Kansas City, Missouri 64106. Comments may be inspected at
this location between 8 a.m. and 4 p.m., Monday through Friday,
holidays excepted.
Service information that relates to the proposed AD may be obtained
from The New Piper Aircraft, Inc., Customer Services, 2926 Piper Drive,
Vero Beach, Florida 32960. This information also may be examined at the
Rules Docket at the address above.
FOR FURTHER INFORMATION CONTACT: Christina Marsh, Aerospace Engineer,
FAA, Atlanta Aircraft Certification Office, Campus Building, 1701
Columbia Avenue, suite 2-160, College Park, Georgia 30337-2748;
telephone (404) 305-7362; facsimile (404) 305-7348.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications should identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report that summarizes each FAA-public contact concerned
with the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket No. 90-CE-63-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Central Region, Office of the Assistant Chief Counsel,
Attention: Rules Docket No. 90-CE-63-AD, Room 1558, 601 E. 12th Street,
Kansas City, Missouri 64106.
Discussion
The FAA has determined that reliance on critical repetitive
inspections on aging commuter-class airplanes carries an unnecessary
safety risk when a design change exists that could eliminate or, in
certain instances, reduce the number of those critical inspections. In
determining what inspections are critical, the FAA considers (1) the
safety consequences if the known problem is not detected during the
inspection; (2) the probability of the problem not being detected
during the inspection; (3) whether the inspection area is difficult to
access; and (4) the possibility of damage to an adjacent structure as a
result of the problem.
These factors have led the FAA to establish an aging commuter-class
aircraft policy that requires incorporating a known design change when
it could replace a critical repetitive inspection. With this policy in
mind, the FAA conducted a review of existing AD's that apply to Piper
Models PA31-350 and PA31T3 airplanes. Assisting the FAA in this review
were (1) The New Piper Aircraft, Inc.; (2) the Regional Airlines
Association (RAA); and (3) several operators of the affected airplanes.
From this review, the FAA has identified AD 80-14-06, Amendment 39-
3805, as one that should be superseded with a new AD that would require
a modification that would eliminate the need for short-interval and
critical repetitive inspections. AD 80-14-06 currently requires the
following on Piper Models PA31, PA31-300, PA31-325, and PA31-350
airplanes:
--Repetitively inspecting the outboard flap tracks, wing rib flanges,
and the rear spar web at Wing Station (WS) 147.5 on each wing and
modifying the area at WS 147.5 on both wings if any cracks are found as
terminating action for the repetitive inspection requirement; and
--Allowing for the provision of modifying the area at WS 147.5 on both
wings as terminating action for the repetitive inspection requirement.
Piper Service Bulletin (SB) No. 647A, dated November 24, 1980,
references Kit 763 986, which, when incorporated, provides a
modification of the area at WS 147.5 on both wings that would eliminate
the need for the repetitive inspection requirement of AD 80-14-06. Kit
763 986 also contains procedures for incorporating this modification.
Based on its aging commuter-class aircraft policy and after
reviewing all available information related to this subject including
the referenced service information, the FAA has determined that AD
action should be taken to eliminate the repetitive short- interval
inspections required by AD 80-14-06, and to prevent structural failure
under certain load conditions caused by cracked areas at WS 147.5,
which, if not detected and corrected, could result in loss of control
of the airplane.
Since an unsafe condition has been identified that is likely to
exist or develop in other Piper Models PA31, PA31-300, PA31-325, and
PA31-350 airplanes of the same type design, the proposed AD would
supersede AD 80-14-06 with a new AD that would (1) retain the
requirement of repetitively inspecting the outboard flap track, wing
rib flanges, and the rear wing web at WS 147.5, and, if any cracks are
found, modifying the area of WS 147.5 by incorporating Piper Kit 763
986 as terminating action for the repetitive inspection requirement;
and (2) require incorporating Piper Kit 763 986 at a specified hours
TIS time-period for airplanes where no cracks were found during the
inspections as terminating action for the repetitive inspection
requirement. Accomplishment of the proposed modification would be in
accordance with the instructions included with Piper Kit 763 986, as
referenced in Piper SB No. 647A, dated November 24, 1980.
The FAA estimates that 2,906 airplanes in the U.S. registry would
be affected by the proposed AD, that it would take approximately 30
workhours per airplane to accomplish the proposed modification, and
that the average labor rate is approximately $60 an hour. Parts cost
approximately $468 per airplane. Based on these figures, the total cost
impact of the proposed modification on U.S. operators is estimated to
be $6,590,808 or $2,268 per airplane.
Piper has informed the FAA that parts have been distributed to
enough owners/operators to equip 234 of the affected airplanes.
Assuming that each set of parts has been installed on an affected
airplane, the cost impact of the proposed AD upon U.S. owners operators
of the affected airplanes would be reduced by $530,712 from $6,590,808
to $6,060,096.
The intent of the FAA's aging commuter airplane program is to
ensure safe operation of commuter-class
[[Page 62781]]
airplanes that are in commercial service without adversely impacting
private operators. The FAA believes that a large number of the
remaining 2,672 affected airplanes (2,906 airplanes--234 sets of parts
distributed) that would be affected by the proposed AD are operated in
various types of air transportation. This includes scheduled passenger
service, air cargo, and air taxi.
The proposed AD would allow 1,000 hours time-in- service (TIS)
after the effective date of the proposed AD before mandatory
accomplishment of the design modification. The average utilization of
the fleet for those airplanes in air transportation is between 25 to 40
hours TIS per week. Based on these figures, operators of commuter-class
airplanes involved in commercial operation would have to accomplish the
proposed modification within 6 to 10 months after the proposed AD would
become effective. For private owners, who typically operate between 100
to 200 hours TIS per year, this would allow 5 to 10 years before the
proposed modification would be mandatory.
The FAA established the 1,000 hours TIS modification compliance
time based on its engineering evaluation of the problem. Among the
issues examined during this engineering evaluation were analysis of
service difficulty reports, the difficulty level of the inspection, and
how critical the situation would be if cracks occurred in the subject
area despite accomplishment of the repetitive inspections.
Usually, the FAA establishes the mandatory design modification
compliance time on AD's affecting aging commuter-class airplanes upon
the accumulation of a certain number of hours TIS on the airplane. For
this action, the FAA is proposing to mandate the modification for all
operators ``within the next 1,000 hours TIS after the effective date of
this AD.'' The total TIS levels of the airplane fleet varies from under
1,000 hours TIS to over 5,000 hours TIS, and annual accumulation rates
vary from 50 hours TIS to over 1,000 hours TIS. Establishing a long-
term set compliance time of hours TIS accumulated on a Piper Model
PA31, PA31-300, PA31-325, or PA31-350 airplane (such as 5,000 hours
TIS) would impose an undue burden on the manufacturer of having to
maintain a supply of replacement parts for the entire fleet when many
airplanes in the fleet may never reach this compliance time.
Instead, the FAA believes that Piper should maintain parts for
several years; in this case about 10 years to allow low-usage airplanes
time to accumulate the ``1,000 hours after the effective date of the
AD.'' The FAA has determined that the compliance time of the proposed
rule provides the level of safety required for commuter air service
while still minimizing the impact on the private airplane owners of
Piper Models PA31, PA31-300, PA31-325, and PA31-350 airplanes.
The regulations proposed herein would not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this action (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); and (3) if promulgated,
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. A copy of the draft regulatory evaluation
prepared for this action has been placed in the Rules Docket. A copy of
it may be obtained by contacting the Rules Docket at the location
provided under the caption Addresses.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (14 CFR part 39) as
follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 USC 106(g), 40101, 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing Airworthiness Directive
(AD) 80-14-06, Amendment 39-3805, and by adding a new AD to read as
follows:
The New Piper Aircraft, Inc. (formerly Piper Aircraft Corporation):
Docket No. 90-CE-63-AD. Supersedes AD 80-14-06, Amendment 39-3805.
Applicability: The following model and serial number airplanes,
certificated in any category, that do not have Piper Kit 763 986
incorporated in the area of Wing Station (WS) 147.5:
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Models Serial Nos.
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PA31 and PA31-300................... 31-2 through 31-8012010.
PA31-325............................ 31-7512006 through 31-8012010.
PA31-350............................ 31-5001 through 31-8052025.
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Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (f) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated in the body of this AD, unless
already accomplished.
To prevent structural failure under certain load conditions
caused by cracked areas at WS 147.5, which, if not detected and
corrected, could result in loss of control of the airplane,
accomplish the following:
(a) Within the next 100 hours time-in-service
(TIS) after the effective date of this AD, unless already
accomplished (compliance with AD 80-14-06), and thereafter at
intervals not to exceed 100 hours TIS until the modification
required by paragraph (b) or (c) of this AD is incorporated, inspect
the
[[Page 62782]]
outboard flap tracks, wing rib flanges, and the rear spar web on both
wings in the area of WS 147.5 by accomplishing the following:
(1) Lower the flaps to 40 degrees.
(2) Inspect the attachment of the flap track rib to the rear
spar on the inboard and outboard sides of the flap track using 10-
power magnification.
(3) Remove the rectangular access plate from the bottom wing
skin. The rectangular access plate is located forward of the wing
spar at WS 153.
(4) Inspect the WS 147.5 rib attachment angle using 10-power
magnification.
Note 2: The 100-hour TIS repetitive inspection interval was
established to coincide with regularly scheduled maintenance.
(b) If cracks are found during any of the inspections required
in paragraph (a) of this AD, prior to further flight, incorporate
Piper Kit 763 986 in accordance with the instructions included with
this kit, as referenced in Piper Service Bulletin (SB) No. 647A,
dated November 24, 1980.
(c) Within the next 1,000 hours TIS after the effective date of
this AD, unless already accomplished as required by paragraph (b) of
this AD, incorporate Piper Kit 763 986 in the area of WS 147.5.
Accomplish this action in accordance with the instructions included
with this kit, as referenced in Piper SB No. 647A, dated November
24, 1980.
(d) Incorporating Piper Kit 763 986 as required by paragraphs
(b) and (c) of this AD is considered terminating action for the
repetitive inspection requirement of this AD.
(e) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
(f) An alternative method of compliance or adjustment of the
initial or repetitive compliance times that provides an equivalent
level of safety may be approved by the Manager, Atlanta Aircraft
Certification Office (ACO), Campus Building, 1701 Columbia Avenue,
suite 2-160, College Park, Georgia 30337-2748. The request shall be
forwarded through an appropriate FAA Maintenance Inspector, who may
add comments and then send it to the Manager, Atlanta ACO.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Atlanta ACO.
Note 4: Alternative methods of compliance approved in accordance
with AD 80-14-06 (superseded by this action) are not considered
approved as alternative methods of compliance with this AD.
(g) All persons affected by this directive may obtain copies of
the document referred to herein upon request to The New Piper
Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; or may
examine this document at the FAA, Central Region, Office of the
Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City,
Missouri 64106.
(h) This amendment supersedes AD 80-14-06, Amendment 39-3805.
Issued in Kansas City, Missouri, on December 1, 1995.
John R. Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-29860 Filed 12-6-95; 8:45 am]
BILLING CODE 4910-13-U
