[Federal Register Volume 61, Number 60 (Wednesday, March 27, 1996)]
[Proposed Rules]
[Pages 13468-13470]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-7329]



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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95-CE-84-AD]


Airworthiness Directives; The New Piper Aircraft, Inc. (Formerly 
Piper Aircraft Corporation) PA31, PA31P, PA31T, and PA42 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes to adopt a new airworthiness directive 
(AD) that would apply to certain The New Piper Aircraft, Inc. (Piper) 
PA31, PA31P, PA31T, and PA42 series airplanes. The proposed action 
would require inspecting for cracks beneath and in the area of the 
inboard aileron hinge bracket on the aileron spar and rib using dye 
penetrant methods, replacing any cracked aileron spar or rib, and 
replacing the inboard aileron hinge bracket with a hinge bracket of 
improved design. Several reports of cracks in the vicinity of the 
inboard aileron hinge bracket, aileron spar, and aileron rib prompted 
this proposed action. The actions specified by the proposed AD are 
intended to prevent structural failure of the aileron caused by cracks 
in the area of the inboard aileron hinge bracket, which, if not 
detected and corrected, could result in loss of control of the 
airplane.

DATES: Comments must be received on or before June 7, 1996.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Central Region, Office of the Assistant Chief 
Counsel, Attention: Rules Docket No. 95-CE-84-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.
    Piper Service Bulletin (SB) No. 967, dated January 24, 1994, and 
Piper SB No. 974, dated October 19, 1994, may be obtained from The New 
Piper Aircraft, Inc., Attn: Customer Service, 2926 Piper Dr., 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. 95-CE-84-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. 95-CE-84-AD, Room 1558, 601 E. 12th Street, 
Kansas City, Missouri 64106.

Discussion

    The FAA has received several service difficulty reports (SDRs) on 
certain Piper PA31, PA31P, PA31T, and PA42 series airplanes reflecting 
a problem with cracks in the aileron spar in the area of the inboard 
aileron hinge brackets. The cracks are appearing in certain Piper 
airplanes having between 3,000 hours time-in- service (TIS) and 12,000 
hours TIS. The cause of this condition is believed to be the location 
of the inboard aileron hinge bracket in relation to the aileron 
pushrod. The inboard aileron hinge bracket is located 2.06 inches from 
the center line of the pushrod whereas the outboard aileron hinge 
bracket is located 45.17 inches from the center line of the pushrod, 
with both brackets being identical in

[[Page 13469]]
design. This arrangement causes the majority of the load to be 
transferred to the inboard hinge bracket, which in time could cause 
cracks to develop in the aileron spar or in the corresponding aileron 
rib in the area of the inboard aileron hinge bracket. As a result of 
the reported cracking, Piper has redesigned the inboard aileron hinge 
bracket to better distribute the load into the aileron spar web. A 
crack in the aileron spar or in the vicinity of inboard aileron hinge 
bracket, if left uncorrected, could possibly compromise the structural 
integrity of the aileron.
    Piper has issued two service bulletins (SB), No. 967, dated January 
24, 1994, and Piper SB No. 974, dated October 19, 1994, which specify 
procedures for inspecting the designated areas for cracks and replacing 
the aileron inboard hinge brackets with a part of improved design as a 
terminating action.
    After examining the circumstances and reviewing all available 
information related to the incidents described above, the FAA has 
determined that AD action should be taken to prevent structural failure 
of the aileron caused by cracks in the area of the inboard aileron 
hinge bracket, 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 PA31, PA31P, PA31T, PA42 series 
airplanes of the same type design, the proposed AD would require:
     Inspecting the aileron spar beneath and in the area of the 
inboard aileron hinge bracket for cracks;
     If cracks are found in the area of the aileron spar, 
inspecting the aileron rib for cracks, and replacing the cracked spar 
assembly and any cracked rib;
     Replacing the inboard aileron hinge brackets with part 
number (P/N) 74461-02 (left) and P/N 74461-03 (right).
    The FAA estimates that 2,501 airplanes in the U.S. registry would 
be affected by the proposed AD, that it would take approximately 2 
workhours per airplane for the inspection and 5 workhours per airplane 
for the modification, with a total of 7 workhours to accomplish the 
proposed action, and that the average labor rate is approximately $60 
an hour. Parts cost approximately $300 per airplane. Based on these 
figures, the total cost impact for the initial inspection and the 
modification of the proposed AD on U.S. operators is estimated to be 
$1,800,720 or $720 per airplane. This figure does not include the 
amount for repetitive inspections and is based on the assumption that 
all of the owners/operators of the affected airplanes have not 
inspected for cracks, repaired cracks, or incorporated the modification 
of this proposed AD. The FAA has no way of determining the number of 
repetitive inspections each owner/operator will incur before the 
proposed modification is accomplished.
    Piper has informed the FAA that parts have been distributed to 
equip approximately 1,250 airplanes. Assuming that these distributed 
parts are incorporated on the affected airplanes, the cost of the 
proposed AD would be reduced by $900,000 from $1,800,720 to $900,720.
    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 U.S.C. 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding a new AD to read as follows:

The New Piper Aircraft, Inc. (formerly Piper Aircraft Corporation): 
Docket No. 95-CE-84-AD.

    Applicability: The following airplane models and serial numbers, 
certificated in any category:

------------------------------------------------------------------------
                  Models                             Serial Nos.        
------------------------------------------------------------------------
(The following aircraft should reference Piper Service Bulletin No. 974,
                        dated October 19, 1994)                         
------------------------------------------------------------------------
PA31, PA31-300, and PA31-325..............  31-2 through 31-8312019.    
PA31-350..................................  31-5001 through 31-8553002. 
PA31P-350.................................  31P-8414001 through 31P-    
                                             8414050.                   
PA31T3....................................  31T-8275001 through 31T-    
                                             8475001, and 31T-5575001.  
------------------------------------------------------------------------
(The following aircraft should reference Piper Service Bulletin No. 967,
                        dated January 24, 1994)                         
------------------------------------------------------------------------
PA31P.....................................  31P-1 through 31P-7730012,  
                                             and 31P-03.                
PA31T.....................................  31T-7400002 through 31T-    
                                             7400009, and 31T-7520001   
                                             through 31T-8120104.       
PA31T1....................................  31T-7804001 through 31T-    
                                             8304003, and 31T-1104004   
                                             through 31T-1104017.       
PA31T2....................................  31T-8166001 through 31T-    
                                             8166076, and 31T-1166001   
                                             through 31T-1166008.       
PA42......................................  42-7800001 through 42-      
                                             7800004, and 42-8001001    
                                             through 42-8001106.        
PA42-720..................................  42-8301001, 42-8301002, 42- 
                                             5501003 through 42-5501023,
                                             42-5501025 through 42-     
                                             5501027, 42-5501129 through
                                             42-5501031, 42-5501033, and
                                             42-5501039 through 42-     
                                             5501059.                   
PA42-720R.................................  42-5501024, 42-5501028, 42- 
                                             5501032, and 42-5501034    
                                             through 42-5501038.        
PA42-1000.................................  42-5527002 through 42-      
                                             5527044.                   
------------------------------------------------------------------------

    Note 1: This AD applies to each airplane identified in the 
preceding applicability revision, 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 (e) of 
this AD. The request should include an assessment of

[[Page 13470]]
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: Upon the accumulation of 3,000 hours time-in-service 
(TIS), or within the next 100 hours TIS after the effective date of 
this AD, whichever occurs later, unless already accomplished.

    Note 2: The paragraph structure of this AD is as follows:

Level 1: (a), (b), (c), etc.
Level 2: (1), (2), (3), etc.
Level 3: (i), (ii), (iii), etc.

Level 2 and Level 3 structures are designations of the Level 1 
paragraph they immediately follow.
    To prevent structural failure of the aileron caused by cracks in 
the area of the inboard aileron hinge bracket, which, if not 
detected and corrected, could result in loss of control of the 
airplane, accomplish the following:
    (a) Inspect (using dye penetrant methods) the area beneath and 
in the area of the inboard aileron hinge bracket on the aileron spar 
for cracks in accordance with the INSTRUCTIONS section of Piper 
Service Bulletin (SB) No. 967, dated January 24, 1994, or Piper SB 
No. 974, dated October 19, 1994, whichever service bulletin applies 
to the particular model and serial number.
    (1) If cracks are found on the aileron spar:
    (i) Prior to further flight, inspect the corresponding aileron 
rib at the inboard aileron hinge bracket location;
    (ii) Prior to further flight, replace any cracked spar assembly 
and any cracked aileron rib in accordance with the applicable 
Maintenance Manual;
    (iii) Prior to further flight, replace the inboard aileron hinge 
brackets with an inboard aileron hinge bracket of improved design, 
part number (P/N) 74461-02 (left) and P/N 74461-03 (right), in 
accordance with the INSTRUCTIONS section of Piper SB No. 967, dated 
January 24, 1994, or Piper SB No. 974, dated October 19, 1994, as 
applicable.
    (2) If no cracks are found, prior to further flight, replace the 
inboard aileron hinge brackets with a part of improved design P/N 
74461-02 (left) and P/N 74461-03 (right), in accordance with the 
INSTRUCTIONS section of Piper SB No. 967, dated January 24, 1994, or 
Piper SB No. 974, dated October 19, 1994, as applicable.
    (b) If the inboard aileron hinge brackets, P/N 74461-02 (left) 
or P/N 74461-03 (right) have been ordered from the manufacturer but 
are not available, prior to further flight, and thereafter at 
intervals not to exceed 100 hours TIS, dye penetrant inspect beneath 
and in the vicinity of the inboard aileron hinge bracket for cracks 
in accordance with the INSTRUCTIONS section of Piper SB No. 967, 
dated January 24, 1994, or Piper SB No. 974, dated October 19, 1994, 
as applicable.
    (c) If any one of the following occurs, prior to further flight, 
terminate the above repetitive inspections, replace any cracked 
aileron rib and any cracked spar assembly (if applicable), and 
replace the inboard aileron hinge bracket as specified in paragraph 
(a)(1)(iii) of this AD:
    (1) Parts become available;
    (2) An inboard aileron bracket hinge, aileron spar or aileron 
rib is found cracked; or
    (3) 1,000 hours TIS are accumulated after the initial inspection 
required by this AD.
    (d) 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.
    (e) An alternative method of compliance or adjustment of the 
compliance times that provides an equivalent level of safety may be 
approved by the Manager, FAA, Atlanta Aircraft Certification Office, 
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 Aircraft Certification Office.

    Note 3: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Atlanta Aircraft Certification Office.

    (f) All persons affected by this directive may obtain copies of 
the document referred to herein upon request to The New Piper 
Aircraft, Inc., Attn: Customer Service, 2926 Piper Dr., 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.

    Issued in Kansas City, Missouri, on March 20, 1996.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 96-7329 Filed 3-26-96; 8:45 am]
BILLING CODE 4910-13-P