[Federal Register Volume 82, Number 100 (Thursday, May 25, 2017)]
[Rules and Regulations]
[Pages 24030-24033]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-10407]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2016-9550; Directorate Identifier 2016-CE-026-AD; 
Amendment 39-18894; AD 2017-10-20]
RIN 2120-AA64


Airworthiness Directives; Piper Aircraft, Inc. Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for certain 
Piper Aircraft, Inc. Models PA-31, PA-31-300, PA-31-325, and PA-31-350 
airplanes. This AD was prompted by fatigue cracking in the fuselage 
station (FS) 332.00 bulkhead common to the horizontal stabilizer front 
spar attachment. This AD requires repetitive inspections to detect 
cracks in the bulkhead and any necessary repairs. This AD also provides 
an optional modification if no cracks are found that will greatly 
reduce the likelihood of the specified cracks. We are issuing this AD 
to correct the unsafe condition on these products.

DATES: This AD is effective June 29, 2017.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of June 29, 
2017.

ADDRESSES: For service information identified in this final rule, 
contact Piper Aircraft, Inc., Customer Service, 2926 Piper Drive, Vero 
Beach, Florida 32960; telephone: (877) 879-0275; fax: none; email: 
[email protected]; Internet: www.piper.com. You may view this 
referenced service information at the FAA, Small Airplane Directorate, 
901 Locust, Kansas City, Missouri 64106. For information on the 
availability of this material at the FAA, call (816) 329-4148. It is 
also available on the internet at http://www.regulations.gov by 
searching for and locating Docket No. FAA-2016-9550.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2016-
9550; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday, except Federal holidays. The AD docket 
contains this AD, the regulatory

[[Page 24031]]

evaluation, any comments received, and other information. The address 
for the Docket Office (phone: 800-647-5527) is Document Management 
Facility, U.S. Department of Transportation, Docket Operations, M-30, 
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Gregory ``Keith'' Noles, Aerospace 
Engineer, FAA, Atlanta Aircraft Certification Office, 1701 Columbia 
Avenue, College Park, Georgia 30337; phone: (404) 474-5551; fax: (404) 
474-5606; email: [email protected].

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 by adding an AD that would apply to certain Piper Aircraft, 
Inc. Models PA-31, PA-31-300, PA-31-325, and PA-31-350 airplanes. The 
NPRM published in the Federal Register on January 3, 2017 (82 FR 48). 
The NPRM was prompted by reports of fatigue cracking in the FS 332.00 
bulkhead common to the horizontal stabilizer front spar attachment on 
Piper Aircraft, Inc. PA-31 airplanes. Cracks in the bulkhead could 
compromise the structural component's capability to carry flight loads, 
increasing the potential to overload and fail adjacent structure. The 
NPRM proposed to provide an optional modification if no cracks are 
found that will greatly reduce the likelihood of the specified cracks. 
We are issuing this AD to detect and repair cracks in the bulkhead that 
could lead to structural failure and result in loss of control.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM and 
the FAA's response to each comment.

Request Change to Labor Estimates

    Joe M. Miller, Chief Inspector for Warbelow's Air Ventures, Inc. in 
Fairbanks, Alaska, stated they have complied with the proposed 
requirement on 3 airplanes and find that it takes 2 mechanics about 6 
hours each (12 man-hours) to accomplish just the inspection phase. The 
commenter states that to better access the affected areas it is easier 
to remove both horizontal stabilizers. In total, it takes a crew of 2 
about 4 days (64 man-hours) to accomplish the complete process from 
inspection to return to service.
    We partially agree. We agree with revising the labor estimates for 
both the inspection and modification because of the additional operator 
data. Also, we will ensure the access time is included in both the 
inspection and modification estimates. Because the original time 
estimate was provided by another experienced operator, we will update 
the estimate to reflect an average of the two reported times. We 
disagree with using a combined estimate of 64 hours because the 
inspection and modification are estimated separately. We will make the 
following changes to the AD based on this comment:
     Update the inspection labor estimate from 1 hour to 12 
hours; and
     Update the modification labor estimate from 26 to 45 
hours.

Question on Airplanes That Have Previously Complied

    Joe M. Miller, Chief Inspector, Warbelow's Air Ventures, Inc., 
Fairbanks, Alaska, asked that we provide reference to those airplanes 
that have previously complied with Service Bulletin 1289A and installed 
kit 88578-001 Rev B. The commenter stated the NPRM only addresses the 
initial inspection and modification of FS 332 and does not address 
airplanes that have previously complied with Piper MSB 1289A by 
inspection and subsequent installation of the Piper Kit 88578-001 Rev 
B.
    We do not agree because paragraph (f) of the AD addresses this 
situation with the phrase ``unless already done.''
    We have not changed the AD based on this comment.

Request To Extend the Initial Compliance Time

    Roger Braun asked that we extend the initial compliance time 
because his impression is that the cracks were found solely on one very 
high-time (20,000 hour plus) airplane, and he perceives 3,000 hours 
time-in-service (TIS) as too early to start the inspection intervals 
based on the finding.
    We do not agree because the airplane design is intended to provide 
a service life that is crack-free. When cracks are found in service, a 
management program is put in place (reference Advisory Circular 91-82). 
It is true that the crack was found on an airplane with over 20,000 
hours. The compliance time for the management program is based on the 
known failure time but must include safety and statistical reduction 
factors (reference Advisory Circular 23-13). Starting inspections at 
3,000 hours TIS ensures any cracks that form will be found early enough 
to prevent an unsafe condition. While it may appear excessive, the 
compliance time is set to meet the design intent of a crack-free 
operation.
    We have not changed the AD based on this comment.

Request for a Visual Inspection

    Roger Braun asked that we allow for a visual inspection instead of 
a penetrant inspection because the parts involve a simple visual 
inspection. The commenter suggested that 10x glass would suffice 
instead of stripping paint and doing a dye-penetrant inspection. Then, 
a penetrant could be used if any cracks are suspected.
    We do not agree because the cleaning and penetrant method has 
higher detection reliability than a purely visual method. The 
reliability of the inspection method is tied to the compliance time for 
the repetitive inspection and deferral of the permanent modification. 
Once the AD is published, the commenter may request an alternative 
method of compliance (AMOC) for the visual inspection method. The 
request, including all substantiating data, may be submitted following 
14 CFR 39.19 as specified in paragraph (i)(1) of this AD.
    We have not changed the AD based on this comment.

Clarification on Installation of the Kit

    Tim Glubaskas, Director of Maintenance, Warbelow's Air Ventures, 
asked for a clarification on whether installation of the kit terminates 
the repetitive inspections.
    That kit installation is terminating action for the repetitive 
inspection. This is addressed in paragraph (g)(3)(i) of this AD when 
the kit is used as a repair for cracks and in paragraph (g)(4) of this 
AD when the kit is used as a modification with no cracks.
    We have not changed the AD based on this comment.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
this AD with the changes described previously and minor editorial 
changes. We have determined that these changes:
     Are consistent with the intent that was proposed in the 
NPRM for correcting the unsafe condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM.
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

[[Page 24032]]

Related Service Information Under 1 CFR Part 51

    We reviewed Piper Aircraft, Inc. Service Bulletin No. 1289A, dated 
October 26, 2016. The service information describes procedures for the 
repetitive inspections, necessary repairs, and the optional 
modification of the bulkhead. 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.

Costs of Compliance

    We estimate that this AD affects 955 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
             Action                    Labor cost              Parts cost             product        operators
----------------------------------------------------------------------------------------------------------------
Inspect for cracks in the         12 work-hours x $85  Not Applicable...........          $1,020        $974,100
 bulkhead.                         per hour = $1,020.
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    We estimate the following costs to do any necessary repairs/
replacements that would be required based on the results of the 
inspection. We have no way of determining the number of airplanes that 
might need these repairs/replacements:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                   Cost per
                    Action                                Labor cost              Parts cost        product
---------------------------------------------------------------------------------------------------------------
Repair/Modification..........................  45 work-hours x $85 per hour =             $296          $4,121
                                                $3,825.
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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.
    We are 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

    This AD will not have federalism implications under Executive Order 
13132. This AD will 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 that this AD:
    (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),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) 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.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 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):

2017-10-20 Piper Aircraft, Inc.: Amendment 39-18894; Docket No. FAA-
2016-9550; Directorate Identifier 2016-CE-026-AD.

(a) Effective Date

    This AD is effective June 29, 2017.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Piper Aircraft, Inc. Navajo Models PA-31, PA-
31-300, and PA-31-325, serial numbers 31-2 through 31-900, and 31-
7300901 through 31-8312019; and Chieftain/T-1020 Models PA-31-350, 
serial numbers 31-5001 through 31-5004, and 31-7305005 through 31-
8553002, certificated in any category.
    Note 1 to paragraph (c) of this AD: The Model PA-31 may also be 
identified as a PA-31-310 even though the PA-31-310 is not a model 
recognized by the Federal Aviation Administration (FAA) on the type 
certificate data sheet.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 5312: Fuselage--Main Bulkhead.

(e) Unsafe Condition

    This AD was prompted by fatigue cracking in the fuselage station 
(FS) 332.00 bulkhead common to the horizontal stabilizer front spar 
attachment. This AD requires repetitive inspections to detect cracks 
in the bulkhead and any necessary repairs. This AD also provides an 
optional modification if no cracks are found that will greatly 
reduce the likelihood of the specified cracks. Cracks in the 
bulkhead could compromise the structural components capability to 
carry flight loads, increasing the potential to overload and fail 
adjacent structure and lead to loss of control.

(f) Compliance

    Comply with paragraphs (g)(1) through (3) of this AD within the 
compliance times specified, unless already done.

[[Page 24033]]

(g) Actions

    (1) For airplanes with 3,000 hours time-in-service (TIS) or less 
as of June 29, 2017 (the effective date of this AD): Initially 
within 500 hours TIS after reaching 3,000 hours TIS and repetitively 
thereafter every 200 hours TIS, inspect the fuselage station (FS) 
332.00 bulkhead assembly for cracks following the instructions in 
Part I of Piper Aircraft, Inc. Service Bulletin (SB) No. 1289A, 
dated October 26, 2016.
    (2) For airplanes with over 3,000 hours TIS as of June 29, 2017 
(the effective date of this AD): Initially within the next 500 hours 
TIS after June 29, 2017 (the effective date of this AD) and 
repetitively thereafter every 200 hours TIS, inspect the FS 332.00 
bulkhead assembly for cracks, following the instructions in Part I 
of Piper Aircraft, Inc. SB No. 1289A, dated October 26, 2016.
    (3) If cracks are found during any of the inspections required 
in paragraphs (g)(1) or (2) of this AD, before further flight, 
repair the cracks following the modification instructions in Part II 
of Piper Aircraft, Inc. SB No. 1289A, dated October 26, 2016, and 
one of the following as applicable:
    (i) If the crack does not extend beyond the inspection/template 
area of figure 2 of Piper Aircraft, Inc. SB No. 1289A, dated October 
26, 2016, and meets the minimum acceptable distance in figure 3 and 
table 2 of Part II of Piper Aircraft, Inc. SB No. 1289A, dated 
October 26, 2016, then the installation of Piper Kit 88578-001 
Revision B, dated June 23, 2016, is acceptable as a repair and is 
considered terminating action for the repetitive inspection 
requirement in paragraphs (g)(1) and (2) of this AD.
    (ii) If the crack extends beyond the inspection/template area of 
figure 2 of Piper Aircraft, Inc. SB No. 1289A, dated October 26, 
2016, or does not meet the minimum acceptable distance in figure 3 
and table 2 of Part II of Piper Aircraft, Inc. SB No. 1289A, dated 
October 26, 2016, then the installation of Piper Kit 88578-001 
Revision B, dated June 23, 2016, is not an acceptable repair. You 
must obtain an alternative method of compliance (AMOC) for any 
repair or modification in this area. You may contact Piper Aircraft, 
Inc. for repair instruction development specific to this condition. 
For contact information refer to paragraph (j) of this AD.
    (4) If no cracks are found, you may install Piper Kit 88578-001 
Revision B, dated June 23, 2016, on an uncracked bulkhead following 
the Modification instructions in Part II of Piper Aircraft, Inc. SB 
No. 1289A, dated October 26, 2016. Installation of Piper Kit 88578-
001 Revision B, dated June 23, 2016, on an uncracked bulkhead is 
considered terminating action for the repetitive inspection 
requirement in paragraphs (g)(1) and (2) of this AD.

(h) Special Flight Permit

    A special flight permit is allowed for this AD per 14 CFR 39.23 
with limitations. Permits are only allowed for the inspections 
required by this AD and are not allowed if cracks are discovered 
during any inspection following Part I of Piper Aircraft, Inc. SB 
No. 1289A, dated October 26, 2016. Any cracks found during any 
inspection must be repaired before further flight.

(i) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Atlanta Aircraft Certification Office, 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 ACO, send it to the attention of the 
person identified in paragraph (k) 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.

(j) Related Information

    (1) For more information about this AD, contact Gregory 
``Keith'' Noles, Aerospace Engineer, FAA, Atlanta Aircraft 
Certification Office, 1701 Columbia Avenue, College Park, Georgia 
30337; phone: (404) 474-5551; fax: (404) 474-5606; email: 
[email protected].
    (2) For service information identified in this AD, contact Piper 
Aircraft, Inc., Customer Service, 2926 Piper Drive, Vero Beach, 
Florida 32960; telephone: (877) 879-0275; fax: none; email: 
[email protected]; Internet: www.piper.com. You may review 
the referenced service information at the FAA, Small Airplane 
Directorate, 901 Locust, Kansas City, Missouri 64106. For 
information on the availability of this material at the FAA, call 
(816) 329-4148.

(k) Related Information

    For more information about this AD, contact Gregory ``Keith'' 
Noles, Aerospace Engineer, FAA, Atlanta Aircraft Certification 
Office, 1701 Columbia Avenue, College Park, Georgia 30337; phone: 
(404) 474-5551; fax: (404) 474-5606; email: [email protected].

(l) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) Piper Aircraft, Inc. Service Bulletin No. 1289A, dated 
October 26, 2016.
    (ii) Reserved.
    (3) For Piper Aircraft, Inc. service information identified in 
this AD, contact Piper Aircraft, Inc., Customer Service, 2926 Piper 
Drive, Vero Beach, Florida 32960; telephone: (877) 879-0275; fax: 
none; email: [email protected]; Internet: www.piper.com.
    (4) You may view this referenced service information at the FAA, 
Small Airplane Directorate, 901 Locust, Kansas City, Missouri 64106. 
For information on the availability of this material at the FAA, 
call 816-329-4148.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Kansas City, Missouri, on May 10, 2017.
Melvin Johnson,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2017-10407 Filed 5-24-17; 8:45 am]
 BILLING CODE 4910-13-P