
[Federal Register Volume 83, Number 245 (Friday, December 21, 2018)]
[Proposed Rules]
[Pages 65592-65601]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2018-27577]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2018-1046; Product Identifier 2018-CE-049-AD]
RIN 2120-AA64


Airworthiness Directives; Piper Aircraft, Inc. Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: We propose to adopt a new airworthiness directive (AD) for 
certain Piper Aircraft, Inc. (Piper) Model PA-28-140, PA-28-150, PA-28-
151, PA-28-160, PA-28-161, PA-28-180, PA-28-181, PA-28-235, PA-28R-180, 
PA-28R-200, PA-28R-201, PA-28R-201T, PA-28RT-201, PA-28RT-201T, PA-32-
260, and PA-32-300 airplanes. This proposed AD was prompted by a report 
of a fatigue crack found in a visually inaccessible area of the lower 
main wing spar cap. This proposed AD would require calculating the 
factored service hours for each main wing spar to determine when an 
inspection is required, inspecting the lower main wing spar bolt holes 
for cracks, and replacing any cracked main wing spar. We are proposing 
this AD to address the unsafe condition on these products.

DATES: We must receive comments on this proposed AD by February 4, 
2019.

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.

Examining the AD Docket

    You may examine the AD docket on the internet at http://

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www.regulations.gov by searching for and locating Docket No. FAA-2018-
1046; 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 NPRM, the regulatory evaluation, any comments received, and other 
information. The street address for Docket Operations (phone: 800-647-
5527) is listed above. Comments will be available in the AD docket 
shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Dan McCully, Aerospace Engineer, 
Atlanta ACO Branch, FAA, 1701 Columbia Avenue, College Park, Georgia 
30337; phone: (404) 474-5548; fax: (404) 474-5605; email: 
william.mccully@faa.gov.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposal. Send your comments to an address listed 
under the ADDRESSES section. Include ``Docket No. FAA-2018-1046; 
Product Identifier 2018-CE-049-AD'' at the beginning of your comments. 
We specifically invite comments on the overall regulatory, economic, 
environmental, and energy aspects of this NPRM. We will consider all 
comments received by the closing date and may amend this NPRM 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 NPRM.

Discussion

    We received a report of a fatigue crack found in the lower main 
wing spar cap on a Piper Model PA-28R-201 airplane. An investigation 
revealed that repeated high-load operating conditions accelerated the 
fatigue crack growth in the lower main wing spar cap. In addition, 
because of the structural configuration of the wing assembly, the 
cracked area was inaccessible for a visual inspection. Model PA-28-140, 
PA-28-150, PA-28-151, PA-28-160, PA-28-161, PA-28-180, PA-28-181, PA-
28-235, PA-28R-180, PA-28R-200, PA-28R-201T, PA-28RT-201, PA-28RT-201T, 
PA-32-260, and PA-32-300 airplanes have similar wing spar structures as 
the Model PA-28R-201.
    Airplanes used in training and other high-load environments are 
typically operated for hire and have inspection programs that require 
100-hour inspections. We determined the number of 100-hour inspections 
an airplane has undergone is the best indicator of the airplane's usage 
history. Using the criteria in FAA Advisory Circular AC 23-13A, 
``Fatigue, Fail-Safe, and Damage Tolerance Evaluation of Metallic 
Structure for Normal, Utility, Acrobatic, and Commuter Category 
Airplanes,'' which you can find at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/MainFrame?OpenFrameset, we developed a factored service hours formula 
based on the number of 100-hour inspections completed on the airplane. 
A review of the airplane maintenance records to determine the 
airplane's usage and the application of the factored service hours 
formula will identify when an airplane meets the criteria for the 
proposed eddy current inspection of the lower main wing spar bolt 
holes.
    Only an airplane with a main wing spar that has a factored service 
life of 5,000 hours, has had either main wing spar replaced with a 
serviceable main wing spar (more than zero hours TIS), or has airplane 
maintenance records that are missing or incomplete, must have the eddy 
current inspection.
    This condition, if not addressed, could result in the wing 
separating from the fuselage in flight.

Related Service Information

    We reviewed Piper Aircraft Corporation Service Bulletin No. 886, 
dated June 8, 1988, and The New Piper Aircraft, Inc. Service Bulletin 
No. 978A, dated August 6, 1999. These service bulletins contain 
procedures for determining initial and repetitive inspection times 
based on the aircraft's usage and visually inspecting the wing lower 
spar caps and the upper wing skin adjacent to the fuselage and forward 
of each main spar for cracks. We also reviewed Piper Aircraft 
Corporation Service Letter No. 997, dated May 14, 1987. This service 
letter contains procedures for replacing airplane wings.

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 require reviewing the airplane maintenance 
records to determine the number of 100-hour inspections completed on 
each installed main wing spar and using the number of 100-hour 
inspections to calculate the factored service hours for each main wing 
spar. This proposed AD would also require inspecting the lower main 
wing spar bolt holes for cracks once a main wing spar exceeds the 
specified factored service hours and replacing any main wing spar when 
a crack is indicated. This proposed AD would only apply when an 
airplane has either accumulated 5,000 or more hours time-in-service 
(TIS); has had either main wing spar replaced with a serviceable main 
wing spar (more than zero hours TIS); or has missing and/or incomplete 
maintenance records.

Interim Action

    We consider this proposed AD interim action. The inspection reports 
will provide us additional data for determining the cause of the 
cracking. After analyzing the data, we may take further rulemaking 
action.

Costs of Compliance

    We estimate that this proposed AD affects 19,696 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
             Action                  Labor cost               Parts cost              product        operators
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Review airplane maintenance      2 work-hours x $85  Not applicable.............            $170      $3,348,320
 records and calculate factored   per hour = $170.
 service hours.
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    We estimate the following costs to do the eddy current inspection. 
Because some airplanes are only used non-commercially and will not 
accumulate the specified factored service hours in the life of the 
airplane, we have no way of determining the number of airplanes that 
might need this inspection:

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                                               On-Condition Costs
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              Action                      Labor cost         Parts cost               Cost per product
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Inspect the lower main wing spar    1.5 work-hours x $85              $20  $147.50 per wing spar.
 and replace the attach nuts and     per hour = $127.50
 bolts.                              per wing spar.
Report inspection results to the    1 work-hour x $85 =               N/A  $85.
 FAA.                                $85.
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    We estimate the following costs to do any necessary replacements 
that would be required based on the results of the proposed inspection. 
We have no way of determining the number of aircraft that might need 
this replacement:

                                         On-Condition Replacement Costs
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              Action                       Labor cost           Parts cost             Cost per product
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Replace main wing spar...........  32 work-hours x $85 per            $5,540  $8,260 per wing spar.
                                    hour = $2,720 per wing
                                    spar.
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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, 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.
    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.
    This AD is issued in accordance with authority delegated by the 
Executive Director, Aircraft Certification Service, as authorized by 
FAA Order 8000.51C. In accordance with that order, issuance of ADs is 
normally a function of the Compliance and Airworthiness Division, but 
during this transition period, the Executive Director has delegated the 
authority to issue ADs applicable to small airplanes, gliders, 
balloons, airships, domestic business jet transport airplanes, and 
associated appliances to the Director of the Policy and Innovation 
Division.

Regulatory Findings

    We 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 this 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 adding the following new airworthiness 
directive (AD):

Piper Aircraft, Inc.: Docket No. FAA-2018-1046; Product Identifier 
2018-CE-049-AD.

(a) Comments Due Date

    We must receive comments by February 4, 2019.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Piper Aircraft, Inc. airplanes, certificated 
in any category, with a model and serial number shown in Table 1 to 
paragraph (c) of this AD, and that meet at least one of the criteria 
in paragraphs (c)(1), (2), or (3) of this AD.
    (1) Has accumulated 5,000 or more hours time-in-service (TIS); 
or
    (2) Has had either main wing spar replaced with a serviceable 
main wing spar (more than zero hours TIS); or
    (3) Has missing and/or incomplete maintenance records.

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(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 57, Wings.

(e) Unsafe Condition

    This AD was prompted by a report of a fatigue crack found in a 
visually inaccessible area of the lower main wing spar cap. We are 
issuing this AD to detect and correct fatigue cracks in the lower 
main wing spar cap bolt holes. The unsafe condition, if not 
addressed, could result in the wing separating from the fuselage in 
flight.

(f) Compliance

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

(g) Review Airplane Maintenance Records and Calculate Factored Service 
Hours for Each Main Wing Spar

    (1) Within 30 days after the effective date of this AD, review 
the airplane maintenance records and determine the number of 100-
hour inspections completed on the airplane since new and any record 
of wing spar replacement(s).
    (i) If a main wing spar has been replaced with a new (zero hour 
TIS) main wing spar, count the number of 100-hour inspections from 
the time of installation of the new main wing spar.
    (ii) If either main wing spar has been replaced with a 
serviceable main wing spar (more than zero hours TIS) or the 
airplane maintenance records are missing or incomplete, the factored 
service hours cannot be determined. Perform the eddy current 
inspection as specified in paragraph (h) of this AD.
    (2) Before further flight after completing the action in 
paragraph (g)(1) of this AD, calculate the factored service hours 
for each main wing spar using the following formula: (N x 100) + [T-
(N x 100)]/17 = Factored Service Hours, where N is the number of 
100-hour inspections and T is the total hours TIS of the airplane. 
Thereafter, after each annual inspection and 100-hour TIS 
inspection, recalculate the factored service hours for each main 
wing spar until the main wing spar has accumulated 5,000 or more 
factored service hours.
    (3) An example of determining factored service hours for an 
airplane with no 100-hour inspections is as follows: The airplane 
maintenance records show that the airplane has a total of 12,100 
hours TIS, and only annual inspections have been done. Both main 
wing spars are original factory installed. In this case, N = 0 and T 
= 12,100. Use those values in the formula as follows:

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(0 x 100) + [12,100-(0 x 100)]/17 = 711 factored service hours on 
each main wing spar.
    (4) An example of determining factored service hours for an 
airplane with both 100-hour and annual inspections is as follows: 
The airplane was originally flown for personal use, then for 
training for a period of time, then returned to personal use. The 
airplane maintenance records show that the airplane has a total of 
5,600 hours TIS, and nineteen 100-hour inspections have been done. 
Both main wing spars are original factory installed. In this case, N 
= 19 and T = 5,600. Use those values in the formula as follows: (19 
x 100) + [5,600-(19 x 100)]/17 = (1,900 + 218) = 2,118 factored 
service hours on each main wing spar.

(h) Eddy Current Inspect

    Within the compliance time specified in paragraph (h)(1) or (2) 
of this AD, eddy current inspect the inner surface of each bolt hole 
on the lower main wing spar cap for cracks by using the procedure in 
appendix 1 of this AD.
    (1) Within 100 hours TIS after complying with paragraph (g) of 
this AD or within 100 hours TIS after a main wing spar accumulates 
5,000 factored service hours, whichever occurs later; or
    (2) For airplanes with an unknown number of factored service 
hours on a main wing spar, within the next 100 hours TIS after the 
effective date of this AD or within 60 days after the effective date 
of this AD, whichever occurs later.

(i) Replace the Main Wing Spar

    If a crack is found during an inspection required in paragraph 
(h) of this AD, before further flight, replace the main wing spar 
with a new (zero hours TIS) main wing spar or with a main wing spar 
that has been inspected as specified in appendix 1 of this AD and no 
cracks were found.

(j) Report Inspection Results

    Within 30 days after completing an inspection required in 
paragraph (h) of this AD, using Appendix 2, ``Inspection Results 
Form,'' of this AD, report the inspection results to the FAA at the 
Atlanta ACO Branch. Submit the report to the FAA using the contact 
information found in appendix 2 of this AD.

(k) Special Flight Permit

    A special flight permit may only be issued to operate the 
airplane to a location where the inspection requirement of paragraph 
(h) of this AD can be performed. This AD prohibits a special flight 
permit if the inspection reveals a crack in a main wing spar.

(l) Paperwork Reduction Act Burden Statement

    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, 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.

(m) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Atlanta ACO 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 certification office, send it to the attention of the 
person identified in paragraph (n) 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.

(n) Related Information

    For more information about this AD, contact Dan McCully, 
Aerospace Engineer, Atlanta ACO Branch, FAA, 1701 Columbia Avenue, 
College Park, Georgia 30337; phone: (404) 474-5548; fax: (404) 474-
5605; email: william.mccully@faa.gov.
BILLING CODE 4910-13-C

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    Issued in Kansas City, Missouri, on December 7, 2018.
Melvin J. Johnson,
Aircraft Certification Service, Deputy Director, Policy and Innovation 
Division, AIR-601.
[FR Doc. 2018-27577 Filed 12-20-18; 8:45 am]
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