[Federal Register Volume 64, Number 113 (Monday, June 14, 1999)]
[Rules and Regulations]
[Pages 31687-31689]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-14535]
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Rules and Regulations
Federal Register
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Federal Register / Vol. 64, No. 113 / Monday, June 14, 1999 / Rules
and Regulations
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 97-CE-32-AD; Amendment 39-11189; AD 99-12-05]
RIN 2120-AA64
Airworthiness Directives; The New Piper Aircraft, Inc. Models PA-
31, PA-31-300, PA-31-325, PA-31-350, and PA-31P-350 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD) that
applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-31,
PA-31-300, PA-31-325, PA-31-350, and PA-31P-350 airplanes. This AD
requires installing access holes for the inspection of the elevator
spar; inspecting the elevator ice protection boots for looseness and
reinstalling or replacing the elevator ice protection boots if
looseness is found. This AD also requires repetitively inspecting the
elevator spars for cracks, and replacing the elevators or elevator spar
assemblies with parts of improved design either at a certain time
period or when cracks are found, whichever occurs first. This AD is the
result of reports of cracks developing in the elevator spar inboard of
the outboard hinge location on the affected airplanes. The actions
specified by this AD are intended to prevent failure of the elevator
spar caused by fatigue cracking, which could result in reduced airplane
controllability.
DATES: Effective July 23, 1999.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of July 23, 1999.
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
Regional Counsel, Attention: Rules Docket No. 97-CE-32-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: William Herderich, Aerospace Engineer,
FAA, Atlanta Certification Office, One Crown Center, 1895 Phoenix
Boulevard, suite 450, Atlanta, Georgia 30349; telephone: (770) 703-
6084; facsimile: (770) 703-6097.
SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD
A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) to include an AD that would apply to certain Piper Models
PA-31, PA-31-300, PA-31-325, PA-31-350, and PA-31P-350 was published in
the Federal Register as a notice of proposed rulemaking (NPRM) on
November 25, 1998 (63 FR 65147). The NPRM proposed to require
installing access holes for the inspection of the elevator spar;
inspecting the elevator ice protection boots for looseness and
reinstalling or replacing the elevator ice protection boots if
looseness is found. The NPRM also proposed to require repetitively
inspecting the elevator spars for cracks, and replacing the elevators
or elevator spar assemblies with parts of improved design either at a
certain time period or when cracks are found, whichever occurs first.
Accomplishment of the proposed inspection access holes
installation, inspections, and elevator ice protection boots
reinstallation or replacement as specified in the NPRM is required in
accordance with Piper Service Bulletin No. 998A, dated August 4, 1997.
Accomplishment of the installation of the improved design elevators
or elevator spar assemblies as specified in the NPRM is required in
accordance with the maintenance manual.
The NPRM was the result of reports of cracks developing in the
elevator spar inboard of the outboard hinge location on the affected
airplanes.
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.
The FAA's Determination
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.
The FAA's Aging Commuter Aircraft Policy
The actions required in this AD are consistent with the FAA's aging
commuter aircraft 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.
This policy is based on the FAA's determination that reliance on
critical repetitive inspections on airplanes utilized in commuter
service 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 of the airplane
if the known problem is not detected by the inspection; (2) the
reliability of the inspection such as the probability of not detecting
the known problem; (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.
The alternative to replacing the elevators or elevator spar
assemblies with ones of improved design would be to repetitively
inspect this area for the life of the airplane.
Cost Impact
The FAA estimates that 1,739 airplanes in the U.S. registry will be
affected by this AD.
The inspection holes installation and initial inspections will take
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approximately 2 workhours per airplane to accomplish with an average
labor rate of approximately $60 an hour. Parts cost approximately $26
per airplane. Based on these figures, the total cost impact of the
inspection access holes installation and initial inspections on U.S.
operators is estimated to be $253,894, or $146 per airplane.
These figures only take into account the costs of the initial
inspection and do not take into account the costs of repetitive
inspections. The FAA has no way of determining the number of repetitive
inspections an owner/operator will incur over the life of the airplane
before the replacement becomes mandatory.
The elevator spar assembly replacements will take approximately 36
workhours per airplane to accomplish with an average labor rate of
approximately $60 an hour. Parts cost approximately $600 per airplane
($300 per elevator spar assembly with 2 elevator spar assemblies per
airplane). Based on these figures, the total cost impact of the
elevator spar assembly replacement on U.S. operators is estimated to be
$4,799,640, or $2,760 per airplane.
According to Piper, numerous airplanes already have complied with
the initial inspection requirements of this AD, specifically most of
the Model PA-31-350 airplanes since many of these are used in commuter
service.
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 adding a new airworthiness directive
(AD) to read as follows:
99-12-05 The New Piper Aircraft, Inc.: Amendment 39-11189; Docket
No. 97-CE-32-AD.
Applicability: The following airplane model and serial numbers,
certificated in any category, that are not equipped with the
applicable improved design elevators or elevator spar assemblies
specified in the ``Replacement Elevator P/N'' and ``Replace Spar P/
N'' columns of the ``Material Required Table'' on page 4 of Piper
Service Bulletin No. 998A, dated August 4, 1997:
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Models Serial No.
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PA-31, PA-31-300, and PA-31-325........... 31-2 through 31-8312019
PA-31-350................................. 31-5001 through 31-8553002
PA-31P-350................................ 31P-8414001 through 31P-
8414050
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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 (g) 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 failure of the elevator spar caused by fatigue
cracking, which could result in reduced airplane controllability,
accomplish the following:
(a) Upon accumulating 2,500 hours time-in-service (TIS) on each
elevator spar assembly or within the next 100 hours TIS after the
effective date of this AD, whichever occurs later, accomplish the
following in accordance with the INSTRUCTIONS section of Piper
Service Bulletin No. 998A, dated August 4, 1997:
(1) Install access holes for the inspection of the elevator
spar;
(2) Inspect the elevator spars for cracks; and
(3) Inspect the elevator ice protection boots for looseness.
(b) If the elevator ice protection boots are found loose during
the inspection required by paragraph (a)(3) of this AD, prior to
further flight, reinstall or replace the elevator ice protection
boots in accordance with the INSTRUCTIONS section of Piper Service
Bulletin No. 998A, dated August 4, 1997.
(c) If no cracks are found in the elevator spars during the
inspection required by paragraph (a)(2) of this AD, reinspect the
elevator spars for cracks at intervals not to exceed 100 hours TIS,
provided no cracks are found (if cracks are found, refer to
paragraphs (d) and (d)(1) of this AD).
(d) At whichever of the compliance times presented in paragraphs
(d)(1) and (d)(2) of this AD that occurs first, replace each
elevator or elevator spar assembly with a part of improved design as
specified in the ``Replacement Elevator P/N'' and ``Replace Spar P/
N'' columns of the ``Material Required Table'' on page 4 of Piper
Service Bulletin No. 998A, dated August 4, 1997. Accomplish these
replacements in accordance with the applicable maintenance manual.
(1) Prior to further flight on any elevator spar assembly where
any cracks are found during the initial inspection required by
paragraph (a)(2) of this AD or any repetitive inspection required by
paragraph (c) of this AD; or
(2) Within 1,000 hours TIS after the initial inspection required
by paragraph (a)(2) of this AD.
(e) Replacing both the left and right elevators or elevator spar
assemblies with parts of improved design as specified in the
``Replacement Elevator P/N'' and ``Replace Spar P/N'' columns of the
``Material Required Table'' on page 4 of Piper Service Bulletin No.
998A, dated August 4, 1997, is considered terminating action for the
repetitive inspection requirement of this AD.
(1) This action may be accomplished at any time to terminate the
repetitive inspections, but must be accomplished prior to further
flight on any elevator spar found cracked or within 1,000 hours TIS
after the initial inspection, whichever occurs first.
(2) If one elevator spar assembly is replaced prior to further
flight when a crack is found, the other elevator spar assembly must
still be repetitively inspected every 100 hours TIS until
replacement at 1,000 hours TIS after the initial inspection or when
cracks are found, whichever occurs first.
(f) Special flight permits may be issued in accordance with
Secs. 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.
(g) An alternative method of compliance or adjustment of the
initial or repetitive
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compliance times that provides an equivalent level of safety may be
approved by the Manager, Atlanta Aircraft Certification Office
(ACO), One Crown Center, 1895 Phoenix Boulevard, Suite 450, Atlanta,
Georgia 30349. 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 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Atlanta ACO.
(h) The installations, inspections, and replacements required by
this AD shall be done in accordance with Piper Service Bulletin No.
998A, dated August 4, 1997. 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 Regional 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.
(i) This amendment becomes effective on July 23, 1999.
Issued in Kansas City, Missouri, on June 2, 1999.
Marvin R. Nuss,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-14535 Filed 6-11-99; 8:45 am]
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