[Federal Register Volume 79, Number 250 (Wednesday, December 31, 2014)]
[Proposed Rules]
[Pages 78729-78736]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-30722]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-1083; Directorate Identifier 2014-CE-036-AD]
RIN 2120-AA64
Airworthiness Directives; Various Aircraft Equipped With Wing
Lift Struts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to supersede Airworthiness Directive (AD) 99-01-05
R1, which applies to certain aircraft equipped with wing lift struts.
AD 99-01-05 R1 currently requires repetitively inspecting the wing lift
struts for corrosion; repetitively inspecting the wing lift strut forks
for cracks; replacing any corroded wing lift strut; replacing any
cracked wing lift strut fork; and repetitively replacing the wing lift
strut forks at a specified time for certain airplanes. Since we issued
AD 99-01-05 R1, we have determined that additional airplane models
should be added to the Applicability section. This proposed AD would
retain all requirements of the existing AD. We are proposing this AD to
correct the unsafe condition on these products.
DATES: We must receive comments on this proposed AD by February 17,
2015.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Piper Aircraft, Inc., Customer Services, 2926 Piper Drive, Vero Beach,
Florida 32960; telephone: (772) 567-4361; Internet: www.piper.com.
Copies of the instructions to the F. Atlee Dodge supplemental type
certificate (STC) and information about the Jensen Aircraft STCs may be
obtained from F. Atlee Dodge, Aircraft Services, LLC., 6672 Wes Way,
Anchorage, Alaska 99518-0409, Internet: www.fadodge.com. You may review
copies of 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.
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-2014-
1083; 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 proposed AD, the regulatory evaluation, any comments
received, and other information. The street address for the Docket
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will
be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
For Piper Aircraft, Inc. airplanes, contact: Gregory ``Keith''
Noles, Aerospace Engineer, FAA, Atlanta Aircraft Certification Office
(ACO), 1701 Columbia Avenue, College Park, Georgia 30337; phone: (404)
474-5551; fax: (404) 474-5606; email: [email protected].
For FS 2000 Corp, FS 2001 Corp, FS 2002 Corporation, and FS 2003
Corporation airplanes, contact: Jeff Morfitt, Aerospace Engineer, FAA,
Seattle ACO, 1601 Lind Avenue SW., Renton, Washington 98057; phone:
(425) 917-6405; fax: (245) 917-6590; email: [email protected].
For LAVIA ARGENTINA S.A. (LAVIASA) airplanes, contact: S.M.
Nagarajan, Aerospace Engineer, FAA, Small Airplane Directorate, 901
Locust, Room 301, Kansas City, Missouri 64106; telephone: (816) 329-
4145; fax: (816) 329-4090; email: [email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-1083;
Directorate Identifier 2014-CE-036-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On November 22, 2013, we issued AD 99-01-05 R1, Amendment 39-17688
(78 FR 73997, December 10, 2013) and later issued on December 18, 2013
(78 FR 79599, December 31, 2013) as a correction, (``AD 99-01-05 R1''),
for certain aircraft equipped with wing lift struts. AD 99-01-05 R1
resulted from the need to clarify the intent that if a sealed wing lift
strut assembly is installed as a replacement part, the repetitive
inspection requirement is terminated only if the seal is never
improperly broken. If the seal is improperly broken, then that wing
lift strut becomes subject to continued repetitive inspections. We did
not intend to promote drilling holes into or otherwise unsealing a
sealed strut.
We issued AD 99-01-05 R1 to detect and correct corrosion and
cracking on the front and rear wing lift struts and forks, which could
cause the wing lift strut to fail. This failure could result in the
wing separating from the airplane.
Actions Since AD 99-01-05 R1 Was Issued
Since AD 99-01-05 R1 was issued, we have been informed that Piper
Aircraft, Inc. (Piper) Models J-3, J3C-65 (Army L-4A), J3P, J4B, and
J4F airplanes should be added to the Applicability section. We have
also been informed that there is a serial number overlap between Piper
Model PA-18s listed in AD 99-01-05 R1 and Piper Model PA-19 (Army L-
18C). Certain serial numbers listed for Model PA-18s should also be
listed under Model PA-19 (Army L-18C).
On December 22, 1998, we issued AD 99-01-05, Amendment 39-10972 (63
FR 72132, December 31, 1998), to supersede AD 93-10-06, Amendment 39-
8586 (58 FR 29965, May 25, 1993), which previously included Piper
Models J-3, J3P, J4B, and J4F airplanes in the Applicability section,
in order to clarify certain requirements of AD 93-10-06, eliminate the
lift strut fork
[[Page 78730]]
repetitive inspection requirement for the Piper PA-25 series airplanes,
incorporate other airplane models omitted from the applicability, and
require installing a placard on the lift strut.
Relevant Service Information
We reviewed Piper Aircraft Corporation Mandatory Service Bulletin
No. 528D, dated October 19, 1990, and Piper Aircraft Corporation
Mandatory Service Bulletin No. 910A, dated October 10, 1989. The
service information describes procedures for wing lift strut assembly
inspection and replacement.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would retain all requirements of AD 99-01-05 R1.
This proposed AD would add airplanes to the Applicability section.
Costs of Compliance
We estimate that this AD affects 22,200 airplanes of U.S. registry.
We estimate the following costs to comply with this AD. However,
the only difference in the costs presented below and the costs
associated with AD 99-01-05 R1 is addition of 200 airplanes to the
applicability:
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product Cost on U.S. operators
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Inspection of the wing lift struts 8 work-hours x $85 per Not applicable........ $680 per inspection $15,096,000 per inspection cycle.
and wing lift strut forks. hour = $680 per cycle.
inspection cycle.
Installation placard............... 1 work-hour x $85 = $30................... $115.................. $2,553,000.
$85.
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We estimate the following costs to do any necessary replacements
that will be required based on the results of the inspection. We have
no way of determining the number of aircraft that might need these
replacements:
On-Condition Costs
------------------------------------------------------------------------
Cost per
Labor cost per Parts cost product per
Action wing lift strut per wing wing lift
lift strut strut
------------------------------------------------------------------------
Replacement of the wing lift 4 work-hours x $440 $780
strut and/or wing lift strut $85 per hour =
forks. $340.
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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
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the 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.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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 removing Airworthiness Directive (AD)
99-01-05 R1, Amendment 39-17688 (78 FR 79599, December 31, 2013), and
adding the following new AD:
Various Aircraft: Docket No. FAA-2014-1083; Directorate Identifier
2014-CE-036-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by February 17,
2015.
(b) Affected ADs
This AD supersedes AD 99-01-05 R1, Amendment 39-17688 (78 FR
79599, December 31, 2013) ``AD 99-01-05 R1''. AD 99-26-19 R1,
Amendment 39-17681 (78 FR 76040, December 16, 2013), also relates to
the subject of this AD.
[[Page 78731]]
(c) Applicability
This AD applies to the following airplanes identified in Table 1
and Table 2 to paragraph (c) of this AD, that are equipped with wing
lift struts, including airplanes commonly known as a ``Clipped Wing
Cub,'' which modify the airplane primarily by removing approximately
40 inches of the inboard portion of each wing; and are certificated
in any category.
(1) Based on optional engine installations some airplanes may
have been re-identified or registered with another model that is not
listed in the type certificate data sheet (TCDS). For instance,
Piper Model J3C-65 airplanes are type certificated on Type
Certificate Data Sheet (TCDS) A-691 but may also have been re-
identified or registered as a Model J3C-115, J3F-50, J3C-75, J3C-
75D, J3C-75S, J3L-75, J3C-85, J3C-85S, J3C-90, J3F-90, J3F-90S, J3C-
100, or J3-L4J airplane.
(2) The airplane model number on the affected airplane or its
registry may or may not contain the dash (-), e.g. J3 and J-3. This
AD applies to both variations.
Table 1 to Paragraph (c) of This AD--Airplanes Previously Affected by AD 99-01-05 R1
----------------------------------------------------------------------------------------------------------------
Type certificate holder Aircraft model Serial No.
----------------------------------------------------------------------------------------------------------------
FS 2000 Corp...................... L-14................................ All.
FS 2001 Corp...................... J5A (Army L-4F), J5A-80, J5B (Army L- All.
4G), J5C, AE-1, and HE-1.
FS 2002 Corporation............... PA-14............................... 14-1 through 14-523.
FS 2003 Corporation............... PA-12 and PA-12S.................... 12-1 through 12-4036.
LAVIA ARGENTINA S.A. (LAVIASA).... PA-25, PA-25-235, and PA-25-260..... 25-1 through 25-8156024.
Piper Aircraft, Inc............... TG-8 (Army TG-8, Navy XLNP-1)....... All.
Piper Aircraft, Inc............... E-2 and F-2......................... All.
Piper Aircraft, Inc............... J3C-40, J3C-50, J3C-50S, J3C-65 All.
(Army L-4, L-4B, L-4H, L-4J, Navy
NE-1 and NE-2), J3C-65S, J3F-50,
J3F-50S, J3F-60, J3F-60S, J3F-65
(Army L-4D), J3F-65S, J3L, J3L-S,
J3L-65 (Army L-4C), and J3L-65S.
Piper Aircraft, Inc............... J4, J4A, J4A-S, and J4E (Army L-4E). 4-401 through 4-1649.
Piper Aircraft, Inc............... PA-11 and PA-11S.................... 11-1 through 11-1678.
Piper Aircraft, Inc............... PA-15............................... 15-1 through 15-388.
Piper Aircraft, Inc............... PA-16 and PA-16S.................... 16-1 through 16-736.
Piper Aircraft, Inc............... PA-17............................... 17-1 through 17-215.
Piper Aircraft, Inc............... PA-18, PA-18S, PA-18 ``105'' 18-1 through 18-8309025, 18900 through
(Special), PA-18S ``105'' 1809032, and 1809034 through 1809040.
(Special), PA-18A, PA-18 ``125''
(Army L-21A), PA-18S ``125'', PA-
18AS ``125'', PA-18 ``135'' (Army L-
21B), PA-18A ``135'', PA-18S
``135'', PA-18AS ``135'', PA-18
``150'', PA-18A ``150'', PA-18S
``150'', PA-18AS ``150'', PA-18A
(Restricted), PA-18A ``135''
(Restricted), and PA-18A ``150''
(Restricted).
Piper Aircraft, Inc............... PA-19 (Army L-18C), and PA-19S...... 18-1 through 18-7632 and 19-1, 19-2,
and 19-3.
Piper Aircraft, Inc............... PA-20, PA-20S, PA-20 ``115'', PA-20S 20-1 through 20-1121.
``115'', PA-20 ``135'', and PA-20S
``135''.
Piper Aircraft, Inc............... PA-22, PA-22-108, PA-22-135, PA-22S- 22-1 through 22-9848.
135, PA-22-150, PA-22S-150, PA-22-
160, and PA-22S-160.
----------------------------------------------------------------------------------------------------------------
Note 1 to paragraph (c) of this AD: There is a serial number
overlap between the Piper PA-18 series airplanes and the Piper Model
PA-19 (Army L-18C) airplanes listed in AD 99-01-05 R1 . Serial
numbers 18-1 through 18-7632 listed for the PA-18 series airplanes
are also now listed under Model PA-19 (Army L-18C) and Model PA-19S.
Table 2 to Paragraph (c) of This AD--Airplanes New to This AD
------------------------------------------------------------------------
Type certificate holder Aircraft model Serial No.
------------------------------------------------------------------------
Piper Aircraft, Inc........... J-3.............. 1100 through 1200 and
1999 and up that
were manufactured
before October 15,
1939.
Piper Aircraft, Inc........... J3C-65 (Army L- All.
4A).
Piper Aircraft, Inc........... J3P.............. 2325, 2327, 2339,
2340, 2342, 2344,
2345, 2347, 2349,
2351, 2355 and up
that were
manufactured before
January 10, 1942.
Piper Aircraft, Inc........... J4B.............. 4-400 and up that
were manufactured
before December 11,
1942.
Piper Aircraft, Inc........... J4F.............. 4-828 and up.
------------------------------------------------------------------------
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 57, Wings.
(e) Unsafe Condition
(1) The subject of this AD was originally prompted by reports of
corrosion damage found on the wing lift struts. AD 99-01-05 R1 is
being superseded to include certain Piper Aircraft, Inc. Models J-3,
J3C-65 (Army L4A), J3P, J4B, and J4F airplanes that were
inadvertently omitted from the applicability, paragraph (c), of AD
99-01-05 and subsequently AD 99-01-05 R1. Also, there is a serial
number overlap between Piper Model PA-18s listed in AD 99-01-05 R1
and Piper Model PA-19 (Army L-18C). Certain serial numbers listed
for Model PA-18s are also listed under Model PA-19 (Army L-18C).
(2) AD 99-01-05 R1 was issued to clarify the FAA's intention
that if a sealed wing lift strut assembly is installed as a
replacement part, the repetitive inspection requirement is
terminated only if the seal is never improperly broken. If the seal
is improperly broken, then that wing lift strut becomes subject to
continued repetitive inspections. We did not intend to promote
drilling holes into or otherwise unsealing a sealed strut. This AD
retains all the actions currently required in AD 99-01-05 R1. There
are no new requirements in this AD except for the addition of
certain model airplanes to the Applicability section of this AD.
(3) We are issuing this AD to detect and correct corrosion and
cracking on the front and rear wing lift struts and forks, which
could cause the wing lift strut to fail. This failure could result
in the wing separating from the airplane.
(f) Compliance
Unless already done (compliance with AD 99-01-05 R1 and AD 93-
10-06, Amendment 39-8586 (58 FR 29965, May 25, 1993) ``AD 93-010-
06''), do the following actions within
[[Page 78732]]
the compliance times specified in paragraphs (g) through (m) of this
AD, including all subparagraphs. Properly unsealing and resealing a
sealed wing lift strut is still considered a terminating action for
the repetitive inspection requirements of this AD as long as all
appropriate regulations and issues are considered, such as static
strength, fatigue, material effects, immediate and long-term
(internal and external) corrosion protection, resealing methods,
etc. Current FAA regulations in 14 CFR 43.13(b) specify that
maintenance performed will result in the part's condition to be at
least equal to its original or properly altered condition. Any
maintenance actions that unseal a sealed wing lift strut should be
coordinated with the Atlanta Aircraft Certification Office (ACO)
through the local airworthiness authority (e.g., Flight Standards
District Office). There are provisions in paragraph (o) of this AD
for approving such actions as an alternative method of compliance
(AMOC).
(g) Remove Wing Lift Struts
(1) For all airplanes previously affected by AD 99-01-05 R1:
Within 1 calendar month after February 8, 1999 (the effective date
retained from AD 99-01-05, Amendment 39-10972 (63 FR 72132, December
31, 1998) ``AD 99-01-05''), or within 24 calendar months after the
last inspection done in accordance with AD 93-10-06 (which was
superseded by AD 99-01-05), whichever occurs later, remove the wing
lift struts following Piper Aircraft Corporation Mandatory Service
Bulletin (Piper MSB) No. 528D, dated October 19, 1990, or Piper MSB
No. 910A, dated October 10, 1989, as applicable. Before further
flight after the removal, do the actions in one of the following
paragraphs (h)(1), (h)(2), (i)(1), (i)(2), or (i)(3) of this AD,
including all subparagraphs.
(2) For all airplanes new to this AD (not previously affected by
AD 99-01-05 R1): Within 1 calendar month after the effective date of
this AD or within 24 calendar months after the last inspection done
in accordance with AD 93-10-06 (which was superseded by AD 99-01-
05), whichever occurs later, remove the wing lift struts following
Piper Aircraft Corporation Mandatory Service Bulletin (Piper MSB)
No. 528D, dated October 19, 1990, or Piper MSB No. 910A, dated
October 10, 1989, as applicable. Before further flight after the
removal, do the actions in one of the following paragraphs (h)(1),
(h)(2), (i)(1), (i)(2), or (i)(3) of this AD, including all
subparagraphs.
(h) Inspect Wing Lift Struts
For all airplanes listed in this AD: Before further flight after
the removal required in paragraph (g) of this AD, inspect each wing
lift strut following paragraph (h)(1) or (h)(2) of this AD,
including all subparagraphs, or do the wing lift strut replacement
following one of the options in paragraph (i)(1), (i)(2), or (i)(3)
of this AD.
(1) Inspect each wing lift strut for corrosion and perceptible
dents following Piper MSB No. 528D, dated October 19, 1990, or Piper
MSB No. 910A, dated October 10, 1989, as applicable.
(i) If no corrosion is visible and no perceptible dents are
found on any wing lift strut during the inspection required in
paragraph (h)(1) of this AD, before further flight, apply corrosion
inhibitor to each wing lift strut following Piper MSB No. 528D,
dated October 19, 1990, or Piper MSB No. 910A, dated October 10,
1989, as applicable.
Repetitively thereafter inspect each wing lift strut at
intervals not to exceed 24 calendar months following the procedures
in paragraph (h)(1) or (h)(2) of this AD, including all
subparagraphs.
(ii) If corrosion or perceptible dents are found on any wing
lift strut during the inspection required in paragraph (h)(1) of
this AD or during any repetitive inspection required in paragraph
(h)(1)(i) of this AD, before further flight, replace the affected
wing lift strut with one of the replacement options specified in
paragraph (i)(1), (i)(2), or (i)(3) of this AD. Do the replacement
following the procedures specified in those paragraphs, as
applicable.
(2) Inspect each wing lift strut for corrosion following the
procedures in the Appendix to this AD. This inspection must be done
by a Level 2 or Level 3 inspector certified using the guidelines
established by the American Society for Non-destructive Testing or
the ``Military Standard for Nondestructive Testing Personnel
Qualification and Certification'' (MIL-STD-410E), which can be found
on the Internet at http://aerospacedefense.thomasnet.com/Asset/MIL-STD-410.pdf.
(i) If no corrosion is found on any wing lift strut during the
inspection required in paragraph (h)(2) of this AD and all
requirements in the Appendix to this AD are met, before further
flight, apply corrosion inhibitor to each wing lift strut following
Piper MSB No. 528D, dated October 19, 1990, or Piper MSB No. 910A,
dated October 10, 1989, as applicable. Repetitively thereafter
inspect each wing lift strut at intervals not to exceed 24 calendar
months following the procedures in paragraph (h)(1) or (h)(2) of
this AD, including all subparagraphs.
(ii) If corrosion is found on any wing lift strut during the
inspection required in paragraph (h)(2) of this AD or during any
repetitive inspection required in paragraph (h)(2)(i) of this AD, or
if any requirement in the Appendix of this AD is not met, before
further flight after any inspection in which corrosion is found or
the Appendix requirements are not met, replace the affected wing
lift strut with one of the replacement options specified in
paragraph (i)(1), (i)(2), or (i)(3) of this AD. Do the replacement
following the procedures specified in those paragraphs, as
applicable.
(i) Wing Lift Strut Replacement Options
Before further flight after the removal required in paragraph
(g) of this AD, replace the wing lift struts following one of the
options in paragraph (i)(1), (i)(2), or (i)(3) of this AD, including
all subparagraphs, or inspect each wing lift strut following
paragraph (h)(1) or (h)(2) of this AD.
(1) Install original equipment manufacturer (OEM) part number
wing lift struts (or FAA-approved equivalent part numbers) that have
been inspected following the procedures in either paragraph (h)(1)
or (h)(2) of this AD, including all subparagraphs, and are found to
be airworthy. Do the installations following Piper MSB No. 528D,
dated October 19, 1990, or Piper MSB No. 910A, dated October 10,
1989, as applicable. Repetitively thereafter inspect the newly
installed wing lift struts at intervals not to exceed 24 calendar
months following the procedures in either paragraph (h)(1) or (h)(2)
of this AD, including all subparagraphs.
(2) Install new sealed wing lift strut assemblies (or FAA-
approved equivalent part numbers) (these sealed wing lift strut
assemblies also include the wing lift strut forks) following Piper
MSB No. 528D, dated October 19, 1990, and Piper MSB No. 910A, dated
October 10, 1989, as applicable. Installing one of these new sealed
wing lift strut assemblies terminates the repetitive inspection
requirements in paragraphs (h)(1) and (h)(2) of this AD, and the
wing lift strut fork removal, inspection, and replacement
requirement in paragraphs (j) and (k) of this AD, including all
subparagraphs, for that wing lift strut assembly.
(3) Install F. Atlee Dodge wing lift strut assemblies following
F. Atlee Dodge Aircraft Services, Inc. Installation Instructions No.
3233-I for Modified Piper Wing Lift Struts Supplemental Type
Certificate (STC) SA4635NM, dated February 1, 1991, which can be
found on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/E726AAA2831BD20085256CC2000E3DB7?OpenDocument&Highlight=sa4635nm.
Repetitively thereafter inspect the newly installed wing lift struts
at intervals not to exceed 60 calendar months following the
procedures in paragraph (h)(1) or (h)(2) of this AD, including all
subparagraphs.
(j) Remove Wing Lift Strut Forks
(1) For all airplanes previously affected by AD 99-01-05 R1,
except for Model PA-25, PA-25-235, and PA-25-260 airplanes: Within
the next 100 hours time-in-service (TIS) after February 8, 1999 (the
effective date retained from AD 99-01-05) or within 500 hours TIS
after the last inspection done in accordance with AD 93-10-06 (which
was superseded by AD 99-01-05), whichever occurs later, remove the
wing lift strut forks (unless already replaced in accordance with
paragraph (i)(2) of this AD). Do the removal following Piper MSB No.
528D, dated October 19, 1990, or Piper MSB No. 910A, dated October
10, 1989, as applicable. Before further flight after the removal, do
the actions in one of the following paragraphs (k) or (l) of this
AD, including all subparagraphs.
(2) For all airplanes new to this AD (not previously affected by
AD 99-01-05 R1): Within the next 100 hours TIS after the effective
date of this AD or within 500 hours TIS after the last inspection
done in accordance with AD 93-10-06 (which was superseded by AD 99-
01-05), whichever occurs later, remove the wing lift strut forks
(unless already replaced in accordance with paragraph (i)(2) of this
AD). Do the removal following Piper MSB No. 528D, dated October 19,
1990, or Piper MSB No. 910A, dated October 10, 1989, as applicable.
Before further flight after the removal, do the actions in one of
the following paragraphs (k) or (l) of this AD, including all
subparagraphs.
[[Page 78733]]
(k) Inspect and Replace Wing Lift Strut Forks
For all airplanes affected by this AD: Before further flight
after the removal required in paragraph (j) of this AD, inspect the
wing lift strut forks following paragraph (k) of this AD, including
all subparagraphs, or do the wing lift strut fork replacement
following one of the options in paragraph (l)(1), (l)(2), (l)(3), or
(l)(4) of this AD, including all subparagraphs. Inspect the wing
lift strut forks for cracks using magnetic particle procedures, such
as those contained in FAA Advisory Circular (AC) 43.13-1B, Chapter
5, which can be found on the Internet http://rgl.faa.gov/
Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/
99c827db9baac81b86256b4500596c4e/$FILE/Chapter%2005.pdf.
Repetitively thereafter inspect at intervals not to exceed 500 hours
TIS until the replacement time requirement specified in paragraph
(k)(2) or (k)(3) of this AD is reached provided no cracks are found.
(1) If cracks are found during any inspection required in
paragraph (k) of this AD or during any repetitive inspection
required in paragraph (k)(2) or (k)(3) of this AD, before further
flight, replace the affected wing lift strut fork with one of the
replacement options specified in paragraph (l)(1), (l)(2), (l)(3),
or (l)(4) of this AD, including all subparagraphs. Do the
replacement following the procedures specified in those paragraphs,
as applicable.
(2) If no cracks are found during the initial inspection
required in paragraph (k) of this AD and the airplane is currently
equipped with floats or has been equipped with floats at any time
during the previous 2,000 hours TIS since the wing lift strut forks
were installed, at or before accumulating 1,000 hours TIS on the
wing lift strut forks, replace the wing lift strut forks with one of
the replacement options specified in paragraph (l)(1), (l)(2),
(l)(3), or (l)(4) of this AD, including all subparagraphs. Do the
replacement following the procedures specified in those paragraphs,
as applicable. Repetitively thereafter inspect the newly installed
wing lift strut forks at intervals not to exceed 500 hours TIS
following the procedures specified in paragraph (k) of this AD,
including all subparagraphs.
(3) If no cracks are found during the initial inspection
required in paragraph (k) of this AD and the airplane has never been
equipped with floats during the previous 2,000 hours TIS since the
wing lift strut forks were installed, at or before accumulating
2,000 hours TIS on the wing lift strut forks, replace the wing lift
strut forks with one of the replacement options specified in
paragraph (l)(1), (l)(2), (l)(3), or (l)(4) of this AD, including
all subparagraphs. Do the replacement following the procedures
specified in those paragraphs, as applicable. Repetitively
thereafter inspect the newly installed wing lift strut forks at
intervals not to exceed 500 hours TIS following the procedures
specified in paragraph (k) of this AD, including all subparagraphs.
(l) Wing Lift Strut Fork Replacement Options
Before further flight after the removal required in paragraph
(j) of this AD, replace the wing lift strut forks following one of
the options in paragraph (l)(1), (l)(2), (l)(3), or (l)(4) of this
AD, including all subparagraphs, or inspect the wing lift strut
forks following paragraph (k) of this AD, including all
subparagraphs.
(1) Install new OEM part number wing lift strut forks of the
same part numbers of the existing part (or FAA-approved equivalent
part numbers) that were manufactured with rolled threads. Wing lift
strut forks manufactured with machine (cut) threads are not to be
used. Do the installations following Piper MSB No. 528D, dated
October 19, 1990, or Piper MSB No. 910A, dated October 10, 1989, as
applicable. Repetitively thereafter inspect and replace the newly
installed wing lift strut forks at intervals not to exceed 500 hours
TIS following the procedures specified in paragraph (k) of this AD,
including all subparagraphs.
(2) Install new sealed wing lift strut assemblies (or FAA-
approved equivalent part numbers) (these sealed wing lift strut
assemblies also include the wing lift strut forks) following Piper
MSB No. 528D, dated October 19, 1990, and Piper MSB No. 910A, dated
October 10, 1989, as applicable. This installation may have already
been done through the option specified in paragraph (i)(2) of this
AD. Installing one of these new sealed wing lift strut assemblies
terminates the repetitive inspection requirements in paragraphs
(h)(1) and (h)(2) of this AD, and the wing lift strut fork removal,
inspection, and replacement requirements in paragraphs (j) and (k)
of this AD, including all subparagraphs, for that wing lift strut
assembly.
(3) For the airplanes specified below, install Jensen Aircraft
wing lift strut fork assemblies specified below in the applicable
STC following Jensen Aircraft Installation Instructions for Modified
Lift Strut Fitting. Installing one of these wing lift strut fork
assemblies terminates the repetitive inspection requirement of this
AD only for that wing lift strut fork. Repetitively inspect each
wing lift strut as specified in paragraph (h)(1) or (h)(2) of this
AD, including all subparagraphs.
(i) For Models PA-12 and PA-12S airplanes: STC SA1583NM, which
can be found on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/2E708575849845B285256CC1008213CA?OpenDocument&Highlight=sa1583nm;
(ii) For Model PA-14 airplanes: STC SA1584NM, which can be found
on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/39872B814471737685256CC1008213D0?OpenDocument&Highlight=sa1584nm;
(iii) For Models PA-16 and PA-16S airplanes: STC SA1590NM, which
can be found on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/B28C4162E30D941F85256CC1008213F6?OpenDocument&Highlight=sa1590nm;
(iv) For Models PA-18, PA-18S, PA-18 ``105'' (Special), PA-18S
``105'' (Special), PA-18A, PA-18 ``125'' (Army L-21A), PA-18S
``125'', PA-18AS ``125'', PA-18 ``135'' (Army L-21B), PA-18A
``135'', PA-18S ``135'', PA-18AS ``135'', PA-18 ``150'', PA-18A
``150'', PA-18S ``150'', PA-18AS ``150'', PA-18A (Restricted), PA-
18A ``135'' (Restricted), and PA-18A ``150'' (Restricted) airplanes:
STC SA1585NM, which can be found on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/A2BE010FB1CA61A285256CC1008213D6?OpenDocument&Highlight=sa1585nm;
(v) For Models PA-20, PA-20S, PA-20 ``115'', PA-20S ``115'', PA-
20 ``135'', and PA-20S ``135'' airplanes: STC SA1586NM, which can be
found on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/873CC69D42C87CF585256CC1008213DC?OpenDocument&Highlight=sa1586nm;
and
(vi) For Model PA-22 airplanes: STC SA1587NM, which can be found
on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/B051D04CCC0BED7E85256CC1008213E0?OpenDocument&Highlight=sa1587nm.
(4) Install F. Atlee Dodge wing lift strut assemblies following
F. Atlee Dodge Installation Instructions No. 3233-I for Modified
Piper Wing Lift Struts (STC SA4635NM), dated February 1, 1991, which
can be found on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/E726AAA2831BD20085256CC2000E3DB7?OpenDocument&Highlight=sa4635nm.
This installation may have already been done in accordance paragraph
(i)(3) of this AD. Installing these wing lift strut assemblies
terminates the repetitive inspection requirements of this AD for the
wing lift strut fork only. Repetitively inspect the wing lift struts
as specified in paragraph (h)(1) or (h)(2) of this AD, including all
subparagraphs.
(m) Install Placard
(1) For all airplanes previously affected by AD 99-01-05 R1:
Within 1 calendar month after February 8, 1999 (the effective date
retained from AD 99-01-05), or within 24 calendar months after the
last inspection required by AD 93-10-06 (which was superseded by AD
99-01-05), whichever occurs later, and before further flight after
any replacement of a wing lift strut assembly required by this AD,
do one of the following actions in paragraph (m)(1)(i) or (m)(1)(ii)
of this AD. The ``NO STEP'' markings required by paragraph (m)(1)(i)
or (m)(1)(ii) of this AD must remain in place for the life of the
airplane.
(i) Install ``NO STEP'' decal, Piper (P/N) 80944-02, on each
wing lift strut approximately 6 inches from the bottom of the wing
lift strut in a way that the letters can be read when entering and
exiting the airplane; or
(ii) Paint the words ``NO STEP'' approximately 6 inches from the
bottom of the wing lift strut in a way that the letters can be read
when entering and exiting the airplane. Use a minimum of 1-inch
letters using a color that contrasts with the color of the airplane.
(2) For all airplanes new to this AD (not previously affected by
AD 99-01-05 R1): Within 1 calendar month after the effective date of
this AD, or within 24 calendar
[[Page 78734]]
months after the last inspection required by AD 93-10-06 (which was
superseded by AD 99-01-05), whichever occurs later, and before
further flight after any replacement of a wing lift strut assembly
required by this AD, do one of the following actions in paragraph
(m)(2)(i) or (m)(2)(ii) of this AD. The ``NO STEP'' markings
required by paragraph (m)(2)(i) or (m)(2)(ii) of this AD must remain
in place for the life of the airplane.
(i) Install ``NO STEP'' decal, Piper (P/N) 80944-02, on each
wing lift strut approximately 6 inches from the bottom of the wing
lift strut in a way that the letters can be read when entering and
exiting the airplane; or
(ii) Paint the words ``NO STEP'' approximately 6 inches from the
bottom of the wing lift strut in a way that the letters can be read
when entering and exiting the airplane. Use a minimum of 1-inch
letters using a color that contrasts with the color of the airplane
(n) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Atlanta ACO, FAA, has the authority to approve
AMOCs for this AD related to Piper Aircraft, Inc. airplanes; the
Manager, Seattle ACO, FAA has the authority to approve AMOCs for
this AD related to FS 2000 Corp, FS 2001 Corp, FS 2002 Corporation,
and FS 2003 Corporation airplanes; and the Manager, Standards
Office, FAA, has the authority to approve AMOCs for this AD related
to LAVIA ARGENTINA S.A. (LAVIASA) airplanes, 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
appropriate person identified in paragraph (o) 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.
(3) AMOCs approved for AD 93-10-06, Amendment 39-8586 (58 FR
29965, May 25, 1993), AD 99-01-05, Amendment 39-10972 (63 FR 72132,
December 31, 1998), and AD 99-01-05 R1, Amendment 39-17688 (78 FR
79599, December 31, 2013) are approved as AMOCs for this AD.
(o) Related Information
(1) For more information about this AD related to Piper
Aircraft, Inc. airplanes, contact: Gregory ``Keith'' Noles,
Aerospace Engineer, FAA, Atlanta ACO, 1701 Columbia Avenue, College
Park, Georgia 30337; phone: (404) 474-5551; fax: (404) 474-5606;
email: [email protected].
(2) For more information about this AD related to FS 2000 Corp,
FS 2001 Corp, FS 2002 Corporation, and FS 2003 Corporation
airplanes, contact: Jeff Morfitt, Aerospace Engineer, FAA, Seattle
ACO, 1601 Lind Avenue SW., Renton, Washington 98057; phone: (425)
917-6405; fax: (245) 917-6590; email: [email protected].
(3) For more information about this AD related to LAVIA
ARGENTINA S.A. (LAVIASA) airplanes, contact: S.M. Nagarajan,
Aerospace Engineer, FAA, Small Airplane Directorate, 901 Locust,
Room 301, Kansas City, Missouri 64106; telephone: (816) 329-4145;
fax: (816) 329-4090; email: [email protected].
(4) For service information identified in this AD, contact Piper
Aircraft, Inc., Customer Services, 2926 Piper Drive, Vero Beach,
Florida 32960; telephone: (772) 567-4361; Internet: www.piper.com.
Copies of the instructions to the F. Atlee Dodge STC and information
about the Jensen Aircraft STCs may be obtained from F. Atlee Dodge,
Aircraft Services, LLC., 6672 Wes Way, Anchorage, Alaska 99518-0409,
Internet: www.fadodge.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.
Appendix to Docket No. FAA-2014-1083
Procedures and Requirements for Ultrasonic Inspection of Piper Wing
Lift Struts
Equipment Requirements
1. A portable ultrasonic thickness gauge or flaw detector with
echo-to-echo digital thickness readout capable of reading to 0.001-
inch and an A-trace waveform display will be needed to do this
inspection.
2. An ultrasonic probe with the following specifications will be
needed to accomplish this inspection: 10 MHz (or higher), 0.283-inch
(or smaller) diameter dual element or delay line transducer designed
for thickness gauging. The transducer and ultrasonic system shall be
capable of accurately measuring the thickness of AISI 4340 steel
down to 0.020-inch. An accuracy of +/- 0.002-inch throughout a
0.020-inch to 0.050-inch thickness range while calibrating shall be
the criteria for acceptance.
3. Either a precision machined step wedge made of 4340 steel (or
similar steel with equivalent sound velocity) or at least three shim
samples of same material will be needed to accomplish this
inspection. One thickness of the step wedge or shim shall be less
than or equal to 0.020-inch, one shall be greater than or equal to
0.050-inch, and at least one other step or shim shall be between
these two values.
4. Glycerin, light oil, or similar non-water based ultrasonic
couplants are recommended in the setup and inspection procedures.
Water-based couplants, containing appropriate corrosion inhibitors,
may be utilized, provided they are removed from both the reference
standards and the test item after the inspection procedure is
completed and adequate corrosion prevention steps are then taken to
protect these items.
NOTE: Couplant is defined as ``a substance used between
the face of the transducer and test surface to improve transmission
of ultrasonic energy across the transducer/strut interface.''
NOTE: If surface roughness due to paint loss or
corrosion is present, the surface should be sanded or polished
smooth before testing to assure a consistent and smooth surface for
making contact with the transducer. Care shall be taken to remove a
minimal amount of structural material. Paint repairs may be
necessary after the inspection to prevent further corrosion damage
from occurring. Removal of surface irregularities will enhance the
accuracy of the inspection technique.
Instrument Setup
1. Set up the ultrasonic equipment for thickness measurements as
specified in the instrument's user's manual. Because of the variety
of equipment available to perform ultrasonic thickness measurements,
some modification to this general setup procedure may be necessary.
However, the tolerance requirement of step 13 and the record keeping
requirement of step 14, must be satisfied.
2. If battery power will be employed, check to see that the
battery has been properly charged. The testing will take
approximately two hours. Screen brightness and contrast should be
set to match environmental conditions.
3. Verify that the instrument is set for the type of transducer
being used, i.e. single or dual element, and that the frequency
setting is compatible with the transducer.
4. If a removable delay line is used, remove it and place a drop
of couplant between the transducer face and the delay line to assure
good transmission of ultrasonic energy. Reassemble the delay line
transducer and continue.
5. Program a velocity of 0.231-inch/microsecond into the
ultrasonic unit unless an alternative instrument calibration
procedure is used to set the sound velocity.
6. Obtain a step wedge or steel shims per item 3 of the
Equipment Requirements. Place the probe on the thickest sample using
couplant. Rotate the transducer slightly back and forth to ``ring''
the transducer to the sample. Adjust the delay and range settings to
arrive at an A-trace signal display with the first backwall echo
from the steel near the left side of the screen and the second
backwall echo near the right of the screen. Note that when a single
element transducer is used, the initial pulse and the delay line/
steel interface will be off of the screen to the left. Adjust the
gain to place the amplitude of the first backwall signal at
approximately 80% screen height on the A-trace.
7. ``Ring'' the transducer on the thinnest step or shim using
couplant. Select positive half-wave rectified, negative half-wave
rectified, or filtered signal display to obtain the cleanest signal.
Adjust the pulse voltage, pulse width, and damping to obtain the
best signal resolution. These settings can vary from one transducer
to another and are also user dependent.
8. Enable the thickness gate, and adjust the gate so that it
starts at the first backwall echo and ends at the second backwall
echo. (Measuring between the first and second backwall echoes will
produce a measurement of the steel thickness that is not affected by
the paint layer on the strut). If instability of the gate trigger
occurs, adjust the gain, gate level, and/or damping to stabilize the
thickness reading.
9. Check the digital display reading and if it does not agree
with the known thickness
[[Page 78735]]
of the thinnest thickness, follow your instrument's calibration
recommendations to produce the correct thickness reading. When a
single element transducer is used this will usually involve
adjusting the fine delay setting.
10. Place the transducer on the thickest step of shim using
couplant. Adjust the thickness gate width so that the gate is
triggered by the second backwall reflection of the thick section. If
the digital display does not agree with the thickest thickness,
follow your instrument's calibration recommendations to produce the
correct thickness reading. A slight adjustment in the velocity may
be necessary to get both the thinnest and the thickest reading
correct. Document the changed velocity value.
11. Place couplant on an area of the lift strut which is thought
to be free of corrosion and ``ring'' the transducer to surface.
Minor adjustments to the signal and gate settings may be required to
account for coupling improvements resulting from the paint layer.
The thickness gate level should be set just high enough so as not to
be triggered by irrelevant signal noise. An area on the upper
surface of the lift strut above the inspection area would be a good
location to complete this step and should produce a thickness
reading between 0.034-inch and 0.041-inch.
12. Repeat steps 8, 9, 10, and 11 until both thick and thin shim
measurements are within tolerance and the lift strut measurement is
reasonable and steady.
13. Verify that the thickness value shown in the digital display
is within +/- 0.002-inch of the correct value for each of the three
or more steps of the setup wedge or shims. Make no further
adjustments to the instrument settings.
14. Record the ultrasonic versus actual thickness of all wedge
steps or steel shims available as a record of setup.
Inspection Procedure
1. Clean the lower 18 inches of the wing lift struts using a
cleaner that will remove all dirt and grease. Dirt and grease will
adversely affect the accuracy of the inspection technique. Light
sanding or polishing may also be required to reduce surface
roughness as noted in the Equipment Requirements section.
2. Using a flexible ruler, draw a \1/4\-inch grid on the surface
of the first 11 inches from the lower end of the strut as shown in
Piper MSB No. 528D, dated October 19, 1990, or Piper MSB No. 910A,
dated October 10, 1989, as applicable. This can be done using a soft
(#2) pencil and should be done on both faces of the strut. As an
alternative to drawing a complete grid, make two rows of marks
spaced every \1/4\-inch across the width of the strut. One row of
marks should be about 11 inches from the lower end of the strut, and
the second row should be several inches away where the strut starts
to narrow. Lay the flexible ruler between respective tick marks of
the two rows and use tape or a rubber band to keep the ruler in
place. See Figure 1.
3. Apply a generous amount of couplant inside each of the square
areas or along the edge of the ruler. Re-application of couplant may
be necessary.
4. Place the transducer inside the first square area of the
drawn grid or at the first \1/4\-inch mark on the ruler and ``ring''
the transducer to the strut. When using a dual element transducer,
be very careful to record the thickness value with the axis of the
transducer elements perpendicular to any curvature in the strut. If
this is not done, loss of signal or inaccurate readings can result.
5. Take readings inside each square on the grid or at \1/4\-inch
increments along the ruler and record the results. When taking a
thickness reading, rotate the transducer slightly back and forth and
experiment with the angle of contact to produce the lowest thickness
reading possible. Pay close attention to the A-scan display to
assure that the thickness gate is triggering off of maximized
backwall echoes.
NOTE: A reading shall not exceed .041 inch. If a
reading exceeds .041-inch, repeat steps 13 and 14 of the Instrument
Setup section before proceeding further.
6. If the A-trace is unsteady or the thickness reading is
clearly wrong, adjust the signal gain and/or gate setting to obtain
reasonable and steady readings. If any instrument setting is
adjusted, repeat steps 13 and 14 of the Instrument Setup section
before proceeding further.
7. In areas where obstructions are present, take a data point as
close to the correct area as possible.
NOTE: The strut wall contains a fabrication bead at
approximately 40% of the strut chord. The bead may interfere with
accurate measurements in that specific location.
8. A measurement of 0.024-inch or less shall require replacement
of the strut prior to further flight.
9. If at any time during testing an area is encountered where a
valid thickness measurement cannot be obtained due to a loss of
signal strength or quality, the area shall be considered suspect.
These areas may have a remaining wall thickness of less than 0.020-
inch, which is below the range of this setup, or they may have small
areas of localized corrosion or pitting present. The latter case
will result in a reduction in signal strength due to the sound being
scattered from the rough surface and may result in a signal that
includes echoes from the pits as well as the backwall. The suspect
area(s) shall be tested with a Maule ``Fabric Tester'' as specified
in Piper MSB No. 528D, dated October 19, 1990, or Piper MSB No.
910A, dated October 10, 1989.
10. Record the lift strut inspection in the aircraft log book.
[[Page 78736]]
[GRAPHIC] [TIFF OMITTED] TP31DE14.003
Issued in Kansas City, Missouri, on December 19, 2014.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2014-30722 Filed 12-30-14; 8:45 am]
BILLING CODE 4910-13-P