[Federal Register Volume 87, Number 222 (Friday, November 18, 2022)]
[Rules and Regulations]
[Pages 69158-69161]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-25029]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-0599; Project Identifier MCAI-2021-00456-A; 
Amendment 39-22222; AD 2022-22-07]
RIN 2120-AA64


Airworthiness Directives; Piaggio Aviation S.p.A. (Type 
Certificate Previously Held by Piaggio Aero Industries S.p.A.) 
Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain Piaggio Aviation S.p.A. (type certificate previously held by 
Piaggio Aero Industries S.p.A.) (Piaggio) Model P-180 airplanes. This 
AD was prompted by mandatory continuing airworthiness information 
(MCAI) originated by an aviation authority of another country to 
identify and correct an unsafe condition on an aviation product. The 
MCAI identifies the unsafe condition as corrosion in the bottom 
fuselage area of the cabin compartment due to inner and outer sides of 
fuselage skin panels of certain airplanes treated with the less 
effective primer. This AD requires repetitively inspecting the fuselage 
skin panels, visually inspecting the entire fuselage inner side skin if 
necessary, and taking any necessary corrective actions. The FAA is 
issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective December 23, 2022.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of December 23, 
2022.

ADDRESSES: 
    AD Docket: You may examine the AD docket at regulations.gov under 
Docket No. FAA-2022-0599; or in person at Docket Operations between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD 
docket contains this final rule, the MCAI, any comments received, and 
other information. The address for Docket Operations is U.S. Department 
of Transportation, Docket Operations, M-30, West Building Ground Floor, 
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.
    Material Incorporated by Reference:
     For service information identified in this final rule, 
contact Piaggio Aviation S.p.A., P180 Customer Support, via Pionieri e 
Aviatori d'Italia, snc--16154 Genoa, Italy; phone: +39 331 679 74 93; 
email: [email protected].
     You may view this service information at the FAA, 
Airworthiness Products Section, Operational Safety Branch, 901 Locust, 
Kansas City, MO 64106. For information on the availability of this 
material at the FAA, call (817) 222-5110. It is also available at 
regulations.gov under Docket No. FAA-2022-0599.

FOR FURTHER INFORMATION CONTACT: Mike Kiesov, Aviation Safety Engineer, 
FAA, General Aviation & Rotorcraft Section, International Validation 
Branch, 901 Locust, Room 301, Kansas City, MO 64106; phone: (816) 329-
4144; email: [email protected].

SUPPLEMENTARY INFORMATION:

Background

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 by adding an AD that would apply to certain serial-numbered 
Piaggio Model P-180 airplanes. The NPRM published in the Federal 
Register on June 17, 2022 (87 FR 36415). The NPRM was prompted by MCAI 
originated by the European Union Aviation Safety Agency (EASA), which 
is the Technical Agent for the Member States of the European Union. 
EASA issued EASA AD 2021-0104, dated April 15, 2021 (referred to after 
this as ``the MCAI''), to address the unsafe condition on certain 
serial-numbered Piaggio Model P.180 airplanes. The MCAI states:

    Occurrences were reported where, during routine inspections, 
diffused corrosion was detected on the fuselage inner side skin in 
the area of the passenger cabin. Evidence indicates that the 
presence of undetected (infiltrated or condensed) water, trapped in 
between the inner surface of fuselage skin panels and the thermo-
acoustic insulation panels, could have started a galvanic corrosion 
phenomenon, mainly in the bottom fuselage area of the cabin 
compartment. Fuselage skin panels of certain aeroplanes, delivered 
from 2009 to 2013, were treated with the first type of ``chromate-
free'' primer, chemically not as effective against corrosion when 
compared to those containing chrome. The phenomenon has been 
observed on aeroplanes subjected to prolonged inactivity and not 
stored in a hangar, or those operating in an environment with high 
humidity and/or frequent heavy precipitation, combined with a 
possible deterioration of window sealing due to normal aging, wear 
and tear.
    This condition, if not corrected, could affect the structural 
integrity of the fuselage.
    To address this potential unsafe condition, Piaggio published 
the [Piaggio Service Bulletin (SB) 80-0405, Revision 0, dated March 
15, 2021] SB to provide inspection instructions.
    For the reason described above, this [EASA] AD requires 
repetitive inspections of

[[Page 69159]]

each affected area and, if necessary, an additional visual 
inspection of the entire fuselage inner side skin and, depending on 
findings, accomplishment of applicable repair. This [EASA] AD also 
requires reporting the inspection results to Piaggio.

    You may examine the MCAI in the AD docket at regulations.gov under 
Docket No. FAA-2022-0599.
    In the NPRM, the FAA proposed to require repetitively inspecting 
the fuselage skin panels, visually inspecting the entire fuselage inner 
side skin if necessary, and taking any necessary corrective actions. 
The FAA is issuing this AD to prevent degradation of the structural 
integrity of the fuselage. The unsafe condition, if not addressed, 
could lead to loss of control of the airplane.

Discussion of Final Airworthiness Directive

Comments

    The FAA received a comment from one individual commenter. The 
following presents the comment received on the NPRM and the FAA's 
response to the comment.

Request Not To Require Repetitive 26-Month Inspection

    An individual commenter requested the FAA not require a 26-month 
repetitive inspection as proposed in the NPRM. The commenter stated 
that all U.S. operators follow the Piaggio P.180 Avanti II Maintenance 
Manual (MM) inspection program in which these areas are already being 
inspected every 5 years and 3,600 flight hours. The commenter also 
asserted that there could be patch repairs for previously inspected and 
repaired areas, and that, if patch repairs are found with no corrosion 
in previously inspected areas, no further action should be required. 
Therefore, the commenter believes implementing the 26-month repetitive 
inspection is excessive.
    The FAA partially agrees. The FAA does not agree that all U.S.-
registered airplanes are required to comply with Chapter 5 of the MM, 
which is where the inspections referenced by the commenter are located. 
Owners and operators must only comply with the Airworthiness 
Limitations section of the MM (located in Chapter 4 of this MM), as 
well as 14 CFR part 43, unless the airplane is operated under 14 CFR 
part 135 and its operating specifications require it. In addition, if 
the fuselage panels affected by this AD are replaced as part of the 
corrective actions required by paragraph (g)(1) of this AD, the 
repetitive inspections in paragraph (g)(2)(ii) of this AD are not 
required. Corrosion found outside of the affected fuselage areas of 
this AD should be repaired; however, these repairs are not mandated by 
this AD. Only the fuselage areas defined in the referenced service 
bulletin are affected by this AD. If corrosion is found as a result of 
the inspections required by this AD, this would show that the primer 
coating is inadequate to protect the material from corrosion; 
therefore, the repetitive inspections in this AD are necessary. The 
EASA, as the state of design, determined that a repetitive inspection 
interval of not to exceed 660 hours time-in-service (TIS) or 26 months, 
whichever occurs first, is appropriate. The FAA has no data to dispute 
this specified criteria concerning the time-in-service or calendar-
month inspection interval determination. The FAA does agree that if 
repairs were previously accomplished on the areas required to be 
inspected by this AD and no corrosion was found during the inspections 
required by paragraph (g)(1) of this AD, the repetitive inspections in 
paragraph (g)(2)(ii) of this AD are not required. The FAA has not 
changed this final rule as a result of this comment.

Conclusion

    This product has been approved by the aviation authority of another 
country and is approved for operation in the United States. Pursuant to 
the FAA's bilateral agreement with this State of Design Authority, it 
has notified the FAA of the unsafe condition described in the MCAI 
referenced above. The FAA reviewed the relevant data, considered the 
comment received, and determined that air safety requires adopting this 
AD as proposed. Accordingly, the FAA is issuing this AD to address the 
unsafe condition on this product. Except for updating this AD to 
reflect that the type certificate holder changed from Piaggio Aero 
Industries S.p.A. to Piaggio Aviation S.p.A and changing the term 
``fuselage wing skin panel'' used in paragraph (g)(1) of the NPRM to 
``fuselage skin panel,'' this AD is adopted as proposed in the NPRM. 
None of the changes increase the economic burden on any operator.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed Piaggio SB 80-0405, Revision 0, dated March 15, 
2021. This service information specifies procedures for inspecting the 
fuselage skin panels and inspecting the full inner fuselage skin. It 
also specifies repairing or replacing any parts where corrosion is 
found.
    The FAA also reviewed Piaggio SB 80-0405, Revision 0, Errata 
Corrige No. 1, dated March 24, 2021, which addresses discrepancies 
identified in Piaggio SB 80-0405, Revision 0, dated March 15, 2021.
    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.

Differences Between This AD and the MCAI, Service Information, or NPRM

    The MCAI allows credit for the fuselage inner skin inspection if 
previously done using Piaggio Aviation S.p.A. Temporary Revision No. 
332 to Chapter 53-00-00 of Piaggio P.180 Avanti II MM, and this AD does 
not. The FAA will consider requests for an alternative method of 
compliance for this under paragraph (h) of this AD.
    The MCAI specifies compliance times of 8 months and 12 months 
depending on when the P.180 Avanti II MM 3,600-flight-hour or 5-year 
inspection was accomplished. This AD has a 12-month compliance time for 
all airplanes because the 3,600-flight-hour and 5-year MM inspections 
are not required for all U.S. operators by FAA regulation.
    The service information specifies contacting Piaggio for certain 
repair instructions, while this AD requires repair using a method 
approved by the FAA or EASA.

Costs of Compliance

    The FAA estimates that this AD affects 14 airplanes of U.S. 
registry.
    The FAA estimates the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
              Action                    Labor cost        Parts cost     Cost per airplane        operators
----------------------------------------------------------------------------------------------------------------
Inspections......................  Up to 150 work-              $2,360  Up to $15,110......  Up to $211,540.
                                    hours x $85 per
                                    hour = $12,750.
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[[Page 69160]]

    The FAA estimates the following costs to do any necessary actions 
that may be required based on the results of the required inspections. 
The FAA has no way of estimating the number of airplanes that might 
need these actions:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                Action                        Labor cost               Parts cost           Cost per airplane
----------------------------------------------------------------------------------------------------------------
Repair...............................  Up to 80 work-hours x    $1,220.................  Up to $8,020.
                                        $85 per hour = $6,800.
Replace skin panel...................  Up to 250 work-hours x   Up to $12,200..........  Up to $33,450.
                                        $85 per hour = $21,250.
Reporting inspection results.........  1 work-hour x $85 per    Not Applicable.........  $1,190.
                                        hour = $85.
----------------------------------------------------------------------------------------------------------------

Paperwork Reduction Act

    A federal agency may not conduct or sponsor, and a person is not 
required to respond to, nor shall a person be subject to a penalty for 
failure to comply with a collection of information subject to the 
requirements of the Paperwork Reduction Act unless that collection of 
information displays a currently valid OMB Control Number. The OMB 
Control Number for this information collection is 2120-0056. Public 
reporting for this collection of information is estimated to be 
approximately 1 hour per response, including the time for reviewing 
instructions, searching existing data sources, gathering and 
maintaining the data needed, and completing and reviewing the 
collection of information. All responses to this collection of 
information are mandatory. Send comments regarding this burden estimate 
or any other aspect of this collection of information, including 
suggestions for reducing this burden, to: Information Collection 
Clearance Officer, Federal Aviation Administration, 10101 Hillwood 
Parkway, Fort Worth, TX 76177-1524.

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.
    The FAA is 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) Will not affect intrastate aviation in Alaska, 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.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

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:

2022-22-07 Piaggio Aviation S.p.A. (type certificate previously held 
by Piaggio Aero Industries S.p.A.): Amendment 39-22222; Docket No. 
FAA-2022-0599; Project Identifier MCAI-2021-00456-A.

(a) Effective Date

    This airworthiness directive (AD) is effective December 23, 
2022.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Piaggio Aviation S.p.A. (type certificate 
previously held by Piaggio Aero Industries S.p.A.) (Piaggio) Model 
P-180 airplanes, serial number (S/N) 1174 through 1214 inclusive and 
S/N 1218 through 1230 inclusive, certificated in any category.

(d) Subject

    Joint Aircraft System Component (JASC) Code 5330, Fuselage Main, 
Plate/Skin.

(e) Unsafe Condition

    This AD was prompted by mandatory continuing airworthiness 
information (MCAI) originated by an aviation authority of another 
country to identify and correct an unsafe condition on an aviation 
product. The MCAI identifies the unsafe condition as corrosion in 
the bottom fuselage area of the cabin compartment due to inner and 
outer sides of fuselage skin panels treated with less effective 
primer. The FAA is issuing this AD to prevent degradation of the 
structural integrity of the fuselage. This condition, if not 
addressed, could lead to loss of control of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Required Actions

    (1) Within 12 months after the effective date of this AD, do the 
applicable inspections and corrective actions on each fuselage skin 
panel in accordance with the Accomplishment Instructions, Part A, 
paragraphs (1) through (15) and (17) through (20), or Part A 
(Alternate Procedure), paragraphs (31) through (37), (41) through 
(43), (50) through (55), and (57) through (60), in Piaggio Service 
Bulletin 80-0405, Revision 0, dated March 15, 2021, as corrected by 
Piaggio Service Bulletin 80-0405, Revision 0, Errata Corrige No. 1, 
dated March 24, 2021 (Piaggio SB 80-0405), except for the following:
    (i) You are not required to contact the manufacturer. Instead, 
for any repairs, use a method approved by the FAA or the European 
Union Aviation Safety Agency (EASA).
    (ii) Where the steps in Part A or Part A (Alternate Procedure) 
reference Part B, you must follow the Accomplishment

[[Page 69161]]

Instructions, Part B, paragraphs (82) through (86), (88), and (104) 
of Piaggio SB 80-0405.
    (2) If, as part of the corrective actions required by paragraph 
(g)(1) of this AD, you repaired areas of the fuselage skin but did 
not replace the panels, do the following:
    (i) Within 60 days after completing the actions required by 
paragraph (g)(1) of this AD, report the inspection results, 
including the information specified in the Confirmation Slip 
attached to Piaggio SB 80-0405, to Piaggio at 
[email protected]; and
    (ii) Repeat the requirements of paragraph (g)(1) of this AD at 
intervals not to exceed 660 hours time-in-service (TIS) or 26 
months, whichever occurs first.
    (3) If, as part of the corrective actions required by paragraph 
(g)(1) of this AD, you replaced the panels, within 60 days after 
completing the actions required by paragraph (g)(1) of this AD, 
report the inspection results, including the information specified 
in the Confirmation Slip attached to Piaggio SB 80-0405, to Piaggio 
at [email protected].
    (4) If, during all of the inspections required by paragraph 
(g)(1) of this AD, there is no corrosion and no primer 
inconsistencies, no further action is required by this AD.

(h) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, International Validation Branch, 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 International Validation Branch, mail 
it to the address identified in paragraph (i)(1) of this AD or email 
to: [email protected]. If mailing information, also submit 
information by email.
    (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.

(i) Related Information

    (1) For more information about this AD, contact Mike Kiesov, 
Aviation Safety Engineer, FAA, General Aviation & Rotorcraft 
Section, International Validation Branch, 901 Locust, Room 301, 
Kansas City, MO 64106; phone: (816) 329-4144; email: 
[email protected].
    (2) Refer to EASA AD 2021-0104, dated April 15, 2021, for more 
information. This EASA AD may be found in the AD docket at 
regulations.gov under Docket No. FAA-2022-0599.

(j) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference 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) Piaggio Service Bulletin 80-0405, Revision 0, dated March 
15, 2021.
    (ii) Piaggio Service Bulletin 80-0405, Revision 0, Errata 
Corrige No. 1, dated March 24, 2021.
    (3) For service information identified in this AD, contact 
Piaggio Aviation S.p.A., P180 Customer Support, via Pionieri e 
Aviatori d'Italia, snc--16154 Genoa, Italy; phone: +39 331 679 74 
93; email: [email protected].
    (4) You may view this service information at FAA, Airworthiness 
Products Section, Operational Safety Branch, 901 Locust, Kansas 
City, MO 64106. For information on the availability of this material 
at the FAA, call (817) 222-5110.
    (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, email: [email protected], or go to: www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on October 20, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft 
Certification Service.
[FR Doc. 2022-25029 Filed 11-17-22; 8:45 am]
BILLING CODE 4910-13-P