Airworthiness Directives; The New Piper Aircraft, Inc. Models PA- 31, PA-31-300, PA-31-325, and PA-31-350 Airplanes

[Federal Register Volume 63, Number 81 (Tuesday, April 28, 1998)]
[Rules and Regulations]
[Pages 23205-23206]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-11161]



[[Page 23205]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97-CE-48-AD; Amendment 39-10506; AD 98-09-25]
RIN 2120-AA64


Airworthiness Directives; The New Piper Aircraft, Inc. Models PA-
31, PA-31-300, PA-31-325, and PA-31-350 Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-31, 
PA-31-300, PA-31-325, and PA-31-350 airplanes. This AD requires 
replacing the lower spar splice plate and reworking the lower spar 
caps. This AD results from numerous reports of fretting and cracking of 
the lower spar splice plates on Piper PA-31 series airplanes in 
Australia, and a report of one incident in the United States. The 
actions specified by this AD are intended to prevent failure of the 
lower spar splice plate caused by fretting and cracking, which could 
result in loss of control of the airplane.

DATES: Effective June 15, 1998.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of June 15, 1998.

ADDRESSES: Service information that applies to this AD may be obtained 
from The New Piper Aircraft, Inc., Customer Services, 2926 Piper Drive, 
Vero Beach, Florida 32960. This information may also be examined at the 
Federal Aviation Administration (FAA), Central Region, Office of the 
Regional Counsel, Attention: Rules Docket No. 97-CE-48-AD, Room 1558, 
601 E. 12th Street, Kansas City, Missouri 64106; or at the Office of 
the Federal Register, 800 North Capitol Street, NW, suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: Mr. William O. Herderich, Aerospace 
Engineer, FAA, Atlanta Aircraft Certification Office, 1895 Phoenix 
Boulevard, suite 450, Atlanta, Georgia 30349; telephone: (770) 703-
6084; facsimile: (770) 703-6097.

SUPPLEMENTARY INFORMATION:

Events Leading to the Issuance of This AD

    A proposal to amend part 39 of the Federal Aviation Regulations (14 
CFR part 39) to include an AD that would apply to certain Piper Models 
PA-31, PA-31-300, PA-31-325, and PA-31-350 airplanes was published in 
the Federal Register as a notice of proposed rulemaking (NPRM) on 
August 22, 1997 (62 FR 44597). The NPRM proposed to require replacing 
the lower spar splice plate and reworking the lower spar caps. 
Accomplishment of the proposed action as specified in the NPRM would be 
required in accordance with Piper Main Spar Splice Plate Replacement 
(Lower) Kit No. 766-641, Drawing 88255, Revision A, dated May 12, 1997; 
or Piper Main Spar Splice Plate Replacement (Lower) Kit No. 766-640, 
Drawing 88254, Revision A, dated May 12, 1997.
    The NPRM was the result of numerous reports of fretting and 
cracking of the lower spar splice plates on Piper PA-31 series 
airplanes in Australia, and a report of one incident in the United 
States.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. No comments were received on the 
proposed rule or the FAA's determination of the cost to the public.
    The FAA has received data from the Australian Civil Aviation Safety 
Authority (CASA), which was based on the analysis of 34 airplanes. This 
data shows the lower spar splice plate replacement threshold as the 
following:

--6,000 hours time-in-service (TIS) for Models PA-31, PA-31-300, and 
PA-31-325 airplanes; and
--13,000 hours TIS for Model PA-31-350 airplanes

    The lower spar splice plate replacement threshold was presented as 
2,500 hours TIS in the NPRM. The FAA conducted statistical analysis on 
this data received from the Australian CASA. This analysis shows that 
the thresholds presented by the Australian CASA are reliable and 
accurate.

The FAA's Determination

    After careful review of all available information related to the 
subject presented above, the FAA has determined that air safety and the 
public interest require the adoption of the rule as proposed except for 
the change in the compliance time (from 2,500 hours TIS to 6,000 hours 
TIS or 13,000 hours TIS, as applicable) and minor editorial 
corrections. The FAA has determined that these minor corrections will 
not change the meaning of the AD and will not add any additional burden 
upon the public than was already proposed.

Cost Impact

    The FAA estimates that 1,700 airplanes in the U.S. registry will be 
affected by this AD, that it will take approximately 8 workhours per 
airplane to accomplish this replacement, and that the average labor 
rate is approximately $60 an hour. Parts cost approximately $210 per 
airplane. Based on these figures, the total cost impact of this AD on 
U.S. operators is estimated to be $1,173,000, or $690 per airplane.
    Piper has informed the FAA that, as of August 22, 1997 (the 
publication date of the NPRM), parts have been distributed to equip 1 
affected airplane. Presuming that this set of parts is installed on an 
affected airplane, the cost impact of this AD will be reduced by $690, 
from $1,173,000 to $1,172,310.

Regulatory Impact

    The regulations adopted herein will not have substantial direct 
effects on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, in 
accordance with Executive Order 12612, it is determined that this final 
rule does not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.
    For the reasons discussed above, I certify that this action (1) is 
not a ``significant regulatory action'' under Executive Order 12866; 
(2) is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a 
significant economic impact, positive or negative, on a substantial 
number of small entities under the criteria of the Regulatory 
Flexibility Act. A copy of the final evaluation prepared for this 
action is contained in the Rules Docket. A copy of it may be obtained 
by contacting the Rules Docket at the location provided under the 
caption ADDRESSES.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

[[Page 23206]]

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding a new airworthiness directive 
(AD) to read as follows:

98-09-25  The New Piper Aircraft, Inc.: Amendment 39-10506; Docket 
No. 97-CE-48-AD.

    Applicability: The following airplane model and serial numbers, 
certificated in any category:

------------------------------------------------------------------------
                  Models                           Serial numbers       
------------------------------------------------------------------------
PA-31, PA-31-300, and PA-31-325...........  31-2 through 31-8312019.    
PA-31-350.................................  31-5001 through 31-8553002. 
------------------------------------------------------------------------

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (c) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.
    Compliance: Required as follows, unless already accomplished:
    1. For the affected Models PA-31, PA-31-300, and PA-31-325 
airplanes: Upon accumulating 6,000 hours on the lower spar splice 
plate or within the next 100 hours time-in-service (TIS) after the 
effective date of this AD, whichever occurs later; and
    2. For the affected Model PA-31-350 airplanes: Upon accumulating 
13,000 hours TIS on the lower spar splice plate or within the next 
100 hours TIS after the effective date of this AD, whichever occurs 
later.
    To prevent failure of the lower spar splice plate caused by 
fretting and cracking, which could result in loss of control of the 
airplane, accomplish the following:
    (a) Replace the lower spar splice plate and rework the lower 
spar caps in accordance with the instructions included in the 
following kits, as applicable, and as referenced in Piper Service 
Bulletin No. 1003, dated June 16, 1997:
    (1) Main Spar Splice Plate Replacement (Lower) Kit No. 766-640, 
Drawing 88254, Revision A, dated May 12, 1997, which applies to 
Models PA-31, PA-31-300, and Piper PA-31-325 airplanes; and
    (2) Main Spar Splice Plate Replacement (Lower) Kit No. 766-641, 
Drawing 88255, Revision A, dated May 12, 1997, which applies to 
Model PA-31-350 airplanes.
    (b) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be accomplished.
    (c) An alternative method of compliance or adjustment of the 
compliance time that provides an equivalent level of safety may be 
approved by the Manager, Atlanta Aircraft Certification Office 
(ACO), 1895 Phoenix Boulevard, suite 450, Atlanta, Georgia 30349. 
The request shall be forwarded through an appropriate FAA 
Maintenance Inspector, who may add comments and then send it to the 
Manager, Atlanta ACO.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Atlanta ACO.

    (d) The replacements required by this AD shall be done in 
accordance with the instructions to Piper Main Spar Splice Plate 
Replacement (Lower) Kit No. 766-641, Drawing 88255, Revision A, 
dated May 12, 1997; or Piper Main Spar Splice Plate Replacement 
(Lower) Kit No. 766-640, Drawing 88254, Revision A, dated May 12, 
1997. This incorporation by reference was approved by the Director 
of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR 
part 51. Copies may be obtained from The New Piper Aircraft, Inc., 
2926 Piper Drive, Vero Beach, Florida 32960. Copies may be inspected 
at the FAA, Central Region, Office of the Regional Counsel, Room 
1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of 
the Federal Register, 800 North Capitol Street, NW, suite 700, 
Washington, DC.
    (e) This amendment becomes effective on June 15, 1998.

    Issued in Kansas City, Missouri, on April 21, 1998.
Marvin R. Nuss,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 98-11161 Filed 4-27-98; 8:45 am]
BILLING CODE 4910-13-U

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