Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 78729 

Issued in Kansas City, Missouri, on 

December 22, 2014. 

Robert Busto, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–30631 Filed 12–30–14; 8:45 am] 

BILLING CODE 4910–13–P 

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). 

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: gregory.noles@faa.gov. 

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: jeff.morfitt@faa.gov. 

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: sarjapur.nagarajan@

faa.gov. 

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 


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78730 Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 

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 

Inspection of the wing lift 

struts and wing lift strut 

forks.

8 work-hours × $85 per 

hour = $680 per inspection cycle.

Not applicable .................. $680 per inspection cycle $15,096,000 per inspection 

cycle. 

Installation placard ........... 1 work-hour × $85 = $85 $30 ................................... $115 ................................. $2,553,000. 

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

Action Labor cost per wing lift strut 

Parts cost 

per wing lift 

strut 

Cost per 

product per 

wing lift 

strut 

Replacement of the wing lift strut and/or wing lift strut 

forks.

4 work-hours × $85 per hour = $340 ............................... $440 $780 

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 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 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. 


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Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 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–4G), J5C, AE–1, and HE–1 ....................... All. 

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 (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.

All. 

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’’ (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).

18–1 through 18–8309025, 

18900 through 1809032, 

and 1809034 through 

1809040. 

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 ‘‘115’’, PA–20 ‘‘135’’, and PA–20S ‘‘135’’ .. 20–1 through 20–1121. 

Piper Aircraft, Inc ................. PA–22, PA–22–108, PA–22–135, PA–22S–135, PA–22–150, PA–22S–150, PA– 

22–160, and PA–22S–160.

22–1 through 22–9848. 

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–4A) ..................... All. 

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 


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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 longterm (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://aerospace

defense.thomasnet.com/Asset/MIL-STD410.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 FAAapproved 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/E726AAA2831BD

20085256CC2000E3DB7?Open

Document&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. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 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/

0/2E708575849845B285256CC1008213

CA?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/0/39872B814

471737685256CC1008213D0?Open

Document&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/B28C4162E30D941F85256CC

1008213F6?Open

Document&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/A2BE010FB1CA61A285256CC

1008213D6?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/0/873CC69D42

C87CF585256CC1008213DC?Open

Document&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/B051D04CCC

0BED7E85256CC1008213E0?Open

Document&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/E726AAA2831BD

20085256CC2000E3DB7?Open

Document&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 


tkelley on DSK3SPTVN1PROD with PROPOSALS
78734 Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 

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: 

gregory.noles@faa.gov. 

(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: jeff.morfitt@faa.gov. 

(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: 

sarjapur.nagarajan@faa.gov. 

(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 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 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. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
78736 Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 

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 

FEDERAL TRADE COMMISSION 

16 CFR Part 305 

RIN 3084–AB15 

Energy and Water Use Labeling for 

Consumer Products Under the Energy 

Policy and Conservation Act (‘‘Energy 

Labeling Rule’’) 

AGENCY: Federal Trade Commission 

(FTC or Commission). 

ACTION: Advance notice of proposed 

rulemaking. 

SUMMARY: The Commission seeks 

comments on labeling for several 

miscellaneous refrigeration products not 

covered by existing labeling 

requirements. The Commission seeks 

comments on whether labels for these 

products would assist consumers in 

their purchasing decisions. Preliminary 

DOE analysis suggests labeling would 

benefit consumers and be economically 

and technologically feasible. 

DATES: Comments must be received by 

March 3, 2015. 

ADDRESSES: Interested parties may file a 

comment at https://

ftcpublic.commentworks.com/ftc/

miscrefrigerator online or on paper, by 

following the instructions in the 

Request for Comment part of the 

SUPPLEMENTARY INFORMATION section 

below. Write ‘‘Miscellaneous 

Refrigeration Products, Matter No. 

R611004’’ on your comment, and file 

your comment online at https://

ftcpublic.commentworks.com/ftc/

miscrefrigerator by following the 

instructions on the web-based form. If 

you prefer to file your comment on 

paper, write ‘‘Miscellaneous 

Refrigeration Products, Matter No. 

R611004’’ on your comment and on the 

envelope, and mail your comment to the 

following address: Federal Trade 

Commission, Office of the Secretary, 

600 Pennsylvania Avenue NW., Suite 

CC–5610 (Annex N), Washington, DC 

20580, or deliver your comment to the 

following address: Federal Trade 

Commission, Office of the Secretary, 

Constitution Center, 400 7th Street SW., 

5th Floor, Suite 5610 (Annex N), 

Washington, DC 20024. 

FOR FURTHER INFORMATION CONTACT: 

Hampton Newsome, (202) 326–2889, 

Attorney, Division of Enforcement, 

Bureau of Consumer Protection, Federal 

Trade Commission, 600 Pennsylvania 

Avenue NW., Washington, DC 20580. 

SUPPLEMENTARY INFORMATION: 

I. Background 

The Commission’s Energy Labeling 

Rule (Rule) (16 CFR part 305), issued 

pursuant to the Energy Policy and 

Conservation Act (EPCA) (42 U.S.C. 

6291), requires energy labeling for major 

household appliances and other 

consumer products to help consumers 

compare competing models. The 

Commission implements its labeling 

program in conjunction with the 

Department of Energy’s efficiency 

standards program for consumer 

products, which is also instituted 

pursuant to EPCA. When first published 

in 1979, the Rule applied to eight 

product categories: Refrigerators, 

refrigerator-freezers, freezers, 

dishwashers, water heaters, clothes 

washers, room air conditioners, and 

furnaces. The Commission has since 

expanded the Rule’s coverage to include 

central air conditioners, heat pumps, 

plumbing products, lighting products, 

ceiling fans, certain types of water 

heaters, and televisions. 

The Rule requires manufacturers to 

attach yellow EnergyGuide labels on 

many of these products, and prohibits 

retailers from removing the labels or 

rendering them illegible. In addition, 

the Rule directs sellers, including 

retailers, to post label information on 

Web sites and in paper catalogs from 

which consumers can order products. 

EnergyGuide labels for covered products 

must contain three key disclosures: 

Estimated annual energy cost (for most 

products); a product’s energy 

consumption or energy efficiency rating 

as determined based on Department of 

Energy (DOE) test procedures; and a 

comparability range displaying the 

highest and lowest energy costs or 

efficiency ratings for all similar models. 

The Rule requires manufacturers to use 


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