[Federal Register Volume 61, Number 97 (Friday, May 17, 1996)]
[Rules and Regulations]
[Pages 24881-24883]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-12389]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 90-CE-63-AD; Amendment 39-9622; AD 96-10-15]
RIN 2120-AA64
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: Final rule.
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SUMMARY: This amendment supersedes 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. This action retains the repetitive
inspection requirement of AD 80-14-06, and requires modifying the area
at WS 147.5 on both wings as terminating action for the repetitive
inspection requirement. The actions specified in this AD are intended
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.
DATES: Effective June 27, 1996.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of June 27, 1996.
ADDRESSES: Service information that applies to this AD may be obtained
from The New Piper Aircraft, Inc., Customer Services, 2926 Piper Drive,
Vero Beach, Florida 32960. This information may also be examined at the
Federal Aviation Administration (FAA), Central Region, Office of the
Assistant Chief Counsel, Attention: Rules Docket 90-CE-63-AD, Room
1558, 601 E. 12th Street, Kansas City, Missouri 64106; or at the Office
of the Federal Register, 800 North Capitol Street NW., suite 700,
Washington, DC.
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:
Events Leading to the AD
A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) to include an AD that would apply to Piper Models PA31,
PA31-300, PA31-325, and PA31-350 airplanes was published in the Federal
Register on December 7, 1995 (60 FR 62779). The action proposed to
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 spar web at WS 147.5 for cracks, and, if any
cracks are found, modifying the area at 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 modification would be in
accordance with the instructions included with Piper Kit 763 986,
Revised April 15, 1991, as referenced in Piper SB No. 647A, dated
November 24, 1980.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. No comments were received on the
proposed rule or the FAA's determination of the cost to the public.
After careful review of all available information related to the
subject presented above, the FAA has determined that air safety and the
public interest require the adoption of the rule as proposed except for
minor editorial corrections. The FAA has determined that these minor
corrections will not change the meaning of the AD and will not add any
additional burden upon the public than was already proposed.
Cost Impact
The FAA estimates that 2,906 airplanes in the U.S. registry will be
affected by this AD, that it will take approximately 30 workhours per
airplane to accomplish the required 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
required modification on U.S. operators is estimated to be $6,590,808
or $2,268 per airplane. This figure is based on the assumption that no
affected airplane owner/operator has accomplished the required
modification.
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 this AD upon U.S. owners operators of the
affected airplanes is reduced by $530,712 from $6,590,808 to
$6,060,096.
The FAA's Aging Commuter Class Aircraft Policy
This AD is part of the FAA's aging commuter class airplane policy,
which briefly states that, when a modification exists that could
eliminate or reduce the number of required critical inspections, the
modification should be incorporated.
The intent of the FAA's aging commuter airplane program is to
ensure safe operation of commuter-class 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 will be
affected by this AD are operated in various types of air
transportation. This includes scheduled passenger service, air cargo,
and air taxi.
This AD allows 1,000 hours time-in-service (TIS) after the
effective date of the 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 will have to accomplish the required modification
within 6 to 10 months after this AD becomes effective. For private
owners, who typically operate between 100 to 200 hours TIS per year,
this allows 5 to 10 years before the required modification is
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
[[Page 24882]]
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 mandating 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 vary 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) imposes
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 TIS after the effective date of
the AD.'' The FAA has determined that the compliance time of this AD
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.
Regulatory Impact
The regulations adopted herein will 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 final
rule does 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) 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 final evaluation prepared for this
action is contained 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, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends 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 U.S.C 106(g), 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:
96-10-15 The New Piper Aircraft, Inc. (formerly Piper Aircraft
Corporation): Amendment 39-9622; 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 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
Piper Kit 763 986, Revised April 15, 1991, as referenced in Piper 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 Piper Kit 763 986, Revised April 15, 1991, 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.
[[Page 24883]]
(g) The modification required by this AD shall be done in
accordance with the instructions included with Piper Kit 763 986,
Revised April 15, 1991. This incorporation by reference was approved
by the Director of the Federal Register in accordance with 5 U.S.C.
552(a) and 1 CFR part 51. Copies may be obtained from The New Piper
Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960. Copies
may be inspected at the FAA, Central Region, Office of the Assistant
Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri,
or at the Office of the Federal Register, 800 North Capitol Street,
NW., suite 700, Washington, DC.
(h) This amendment (39-9622) supersedes AD 80-14-06, Amendment
39-3805.
(i) This amendment (39-9622) becomes effective on June 27, 1996.
Issued in Kansas City, Missouri, on May 8, 1996.
Henry A. Armstrong,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-12389 Filed 5-16-96; 8:45 am]
BILLING CODE 4910-13-U
