This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

78726 

Vol. 79, No. 250 

Wednesday, December 31, 2014 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–1093; Directorate 

Identifier 2014–CE–035–AD] 

RIN 2120–AA64 

Airworthiness Directives; British 

Aerospace Regional Aircraft Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for British 

Aerospace Regional Aircraft Model 

Jetstream Series 3101 and Jetstream 

Model 3201 airplanes that would 

supersede AD 2014–06–03. This 

proposed AD results from mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as stress corrosion 

cracking of the main landing gear spigot 

housing. We are issuing this proposed 

AD to require actions to address the 

unsafe condition on these products. 

DATES: We must receive comments on 

this proposed AD by February 17, 2015. 

ADDRESSES: You may send comments 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: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this proposed AD, contact BAE Systems 

(Operations) Ltd, Customer Information 

Department, Prestwick International 

Airport, Ayrshire, KA9 2RW, Scotland, 

United Kingdom; phone: +44 1292 

675207, fax: +44 1292 675704; email: 

RApublications@baesystems.com; 

Internet: http://

www.jetstreamcentral.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– 

1093; 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 

(telephone (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Taylor Martin, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4138; fax: (816) 329–4090; email: 

taylor.martin@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–2014–1093; Directorate Identifier 

2014–CE–035–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://

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 March 14, 2014, we issued AD 

2014–06–03, Amendment 39–17807 (79 

FR 17395; March 28, 2014) (‘‘AD 2014– 

06–03’’). That AD required actions 

intended to address an unsafe condition 

on British Aerospace Regional Aircraft 

Model Jetstream Series 3101 and 

Jetstream Model 3201 airplanes and was 

based on mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country. 

Since we issued AD 2014–06–03, 

corrosion was found on an airplane at 

the top outer edge of the forward spigot 

housing and extended along the top of 

the spigot housing. BAE Systems 

(Operations) Limited issued new service 

information to ensure the spigot cap is 

positioned correctly and to include 

inspection instructions for movement of 

the special washer and instructions for 

addressing any corrosion that may be 

found. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA AD No. 

2014–0239, dated November 3, 2014 

(referred to after this as ‘‘the MCAI’’), to 

correct an unsafe condition for the 

specified products. The MCAI states: 

Several cases of stress corrosion cracking of 

DTD 5094 standard Main Landing Gear 

(MLG) cylinders have been reported on 

Jetstream Series 3200 and 3100 aeroplanes. 

Prompted by these findings, The United 

Kingdom (UK) Civil Aviation Authority 

(CAA) issued AD 003–01–86 to require visual 

and non-destructive testing (NDT) 

inspections of the MLG assembly cylinder 

attachment spigot housing in accordance 

with BAE Systems (Operations) Ltd SB 32– 

A–JA851226. In 2012 an additional 

occurrence of Jetstream 3100 MLG failure 

after landing was reported, the subsequent 

investigation revealed stress corrosion 

cracking of the yoke pintle housing as a root 

cause of the MLG failure. Consequently 

EASA issued EASA AD 2013–0208 to require 

inspection of the MLG in accordance with 

BAE Systems (Operations) Ltd SB 32–A– 

JA851226 Revision 5 or later approved 

revisions to detect any crack, however, SB 

32–A–JA851226 did not apply to aeroplanes 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 78727 

equipped with MLG cylinders manufactured 

from L161 material, since that is not 

susceptible to stress corrosion, BAE Systems 

(Operations) Ltd issued SB 32–JM7862 to 

address degradation of the surface protection 

by placing a special washer over the forward 

face of the MLG spigot housing, which 

rotates with the spigot housing. EASA issued 

AD 2013–0206 to require modification of the 

left (LH) and right hand (RH) MLG in 

accordance with this SB. 

In 2014 a further event was reported, where 

the LH MLG of a Jetstream 3100 aeroplane 

collapsed during landing, this resulted in the 

aeroplane departing from the runway. The 

accident is still under investigation by the 

UK Air Accident Investigation Branch. 

Preliminary results of the investigation 

determined that cracking, which caused the 

MLG collapse, was initiated from a corrosion 

pit at the top outer edge of the forward spigot 

housing and extended along the top of the 

spigot housing. The spigot housing material 

was DTD 5094. The affected LH MLG had 

been modified in accordance with BAE 

Systems (Operations) Ltd SB 32–JM7862 

Revision 1. Further investigation discovered 

that the instructions provided in BAE 

Systems (Operations) Ltd SB 32–JM7862 

Revision 1 did not effectively prevent stress 

corrosion cracking because, under certain 

circumstances, it allows the rotation of the 

special washer and consequent damage of the 

end face of the spigot housing. 

This condition, if not corrected, could lead 

to structural failure of the MLG, possibly 

resulting in loss of control of the aeroplane 

during take-off or landing runs. 

To address this potential unsafe condition, 

BAE Systems (Operations) Ltd issued SB 32– 

JM7862 Revision 2 to clarify the orientation 

of the spigot bearing cap, later revised to SB 

32–JM7862 Revision 3 to ensure the spigot 

bearing cap is correctly positioned. 

Additionally, BAE Systems (Operations) Ltd 

issued SB 32–A–JA140940 to provide 

inspection instructions to detect migration of 

the special washer and any potential 

corrosion resulting from that unwanted 

migration for MLG installations modified 

earlier in accordance with BAE Systems 

(Operations) Ltd SB 32–JM7862 up to 

Revision 2. 

For the reasons described above, this AD 

partially retains the requirements of EASA 

AD 2013–0206, which is superseded, and 

requires a one-time inspection of pre-SB 32– 

JM7862 Revision 3 MLG installations and, 

depending on findings, applicable corrective 

action(s). 

You may examine the MCAI on the 

Internet at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2014–1093. 

Relevant Service Information 

British Aerospace Regional Aircraft 

has issued British Aerospace Jetstream 

Series 3100 and 3200 Service Bulletin 

No. 32–JM7862, Revision 3, dated 

October 3, 2014; and British Aerospace 

Jetstream Series 3100 and 3200 Service 

Bulletin No. 32–A–JA140940, Original 

Issue, dated October 3, 2014. The 

actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of the Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Costs of Compliance 

We estimate that this proposed AD 

will affect 44 products of U.S. registry. 

We also estimate that it would take 

about 2 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost about $170 per 

product. 

Based on these figures, we estimate 

the cost of the proposed AD on U.S. 

operators to be $14,960, or $340 per 

product. 

We accept modification of the MLG, 

if done before the effective date of this 

proposed AD, using earlier versions of 

the service information. However, the 

earlier versions of the service 

information require additional 

inspections with possible corrective 

actions. 

In addition, we estimate that any 

necessary follow-on actions that may be 

required if using an earlier version of 

the service information would take 

about 1 work-hour to inspect for special 

washer migration and corrosion damage 

and require parts costing $100 for 

replacement of the special washer and 

application of witness paint, if 

necessary, for a cost of $185 per 

product. We have no way of 

determining the number of products 

that may need these actions. 

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 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 

■ 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 Amendment 39–17806 (79 FR 

17395; March 28, 2014), and adding the 

following new AD: 

British Aerospace Regional Aircraft: Docket 

No. FAA–2014–1093; Directorate 

Identifier 2014–CE–035–AD. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
78728 Federal Register / Vol. 79, No. 250 / Wednesday, December 31, 2014 / Proposed Rules 

(a) Comments Due Date 

We must receive comments by February 

17, 2015. 

(b) Affected ADs 

This AD supersedes AD 2014–06–03, 

Amendment 39–17806 (79 FR 17395; March 

28, 2014). 

(c) Applicability 

This AD applies to British Aerospace 

Regional Aircraft Jetstream Series 3101 and 

Jetstream Model 3201 airplanes, all serial 

numbers, certificated in any category. 

(d) Subject 

Air Transport Association of America 

(ATA) Code 32: Landing Gear. 

(e) Reason 

This AD was prompted by mandatory 

continuing airworthiness information (MCAI) 

originated by an aviation authority of another 

country to identify and correct an unsafe 

condition on an aviation product. The MCAI 

describes the unsafe condition as stress 

corrosion cracking of the main landing gear 

(MLG) spigot housing. We are issuing this AD 

to prevent corrosion cracking of the MLG 

spigot housing. This condition, if not 

corrected, could cause structural failure of 

the MLG resulting in loss of control of the 

airplane during take-off or landing. 

(f) Actions and Compliance 

Unless already done, do the following 

actions in paragraphs (f)(1) through (f)(11), 

including all subparagraphs, as applicable. 

(1) At the next scheduled MLG removal, 

modify the installation of the left hand (LH) 

and right hand (RH) MLG at the forward 

spigot following British Aerospace Jetstream 

Series 3100 and 3200 Service Bulletin No. 

32–JM7862, Revision 3, dated October 3, 

2014. 

Note to paragraph (f)(1) of this AD: The 

next scheduled MLG removal may be for 

non-destructive testing or overhaul, as 

applicable. 

(2) If done before the effective date of this 

AD, we will accept modification of the LH or 

RG MLG following British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

SB 32–JM7862, Revision 2, dated June 13, 

2014; or British Aerospace Jetstream Series 

3100 & 3200 Service Bulletin 32–JM7862, 

Revision 1, dated May 7, 2013, for 

compliance with paragraph (f)(1) of this AD. 

(3) For airplanes that, before the effective 

date of this AD, have been modified 

following British Aerospace Jetstream Series 

3100 & 3200 Service Bulletin 32–JM7862, 

Revision 2, dated June 13, 2014, visually 

inspect the LH and RH MLG to detect 

migration of a special washer following the 

instructions in Part 1 of British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

32–A–JA140940, Original Issue, dated 

October 3, 2014, at the compliance time 

listed in paragraph (f)(3)(i) or (f)(3)(ii) of this 

AD, as applicable. 

(i) For MLG configuration equipped with 

DTD5094 cylinder: Within the next 200 flight 

cycles after the effective date of this AD or 

within the next 2 months after the effective 

date of this AD, whichever occurs first. 

(ii) For MLG configuration equipped with 

L161 cylinder: Within the next 600 flight 

cycles after the effective date of this AD or 

within the next 6 months after the effective 

date of this AD, whichever occurs first. 

(4) If evidence of migration of the special 

washer was detected during the inspection 

required in paragraph (f)(3) of this AD, 

within the applicable compliance time 

specified in paragraph (f)(3)(i) or (f)(3)(ii) of 

this AD, do the corrective actions on the LH 

or RH MLG, as applicable, following Part 2 

of British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin 32–A–JA140940, 

Original Issue, dated October 3, 2014. 

(5) If no evidence of migration of the 

special washer was detected during the 

inspection required in paragraph (f)(3) of this 

AD, before further flight, apply a witness 

paint over the special washer tab and onto 

the MLG spigot housing (LH and RH MLG) 

following Part 1 of British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

32–A–JA140940, Original Issue, dated 

October 3, 2014. 

(6) For airplanes that, before the effective 

date of this AD, have been modified 

following British Aerospace Jetstream Series 

3100 & 3200 Service Bulletin 32–JM7862, 

Revision 1, dated May 7, 2013, do all of the 

actions on the MLG cylinder (LH and/or RH, 

as applicable) following the instructions in 

Part 2 of British Aerospace Jetstream Series 

3100 & 3200 Service Bulletin 32–A– 

JA140940, Original Issue, dated October 3, 

2014, at the compliance time listed in 

paragraph (f)(6)(i) or (f)(6)(ii), as applicable. 

(i) For MLG configuration equipped with 

DTD5094 cylinder: Within the next 200 flight 

cycles after the effective date of this AD or 

within the next 2 months after the effective 

date of this AD, whichever occurs first. 

(ii) For MLG configuration equipped with 

L161 cylinder: Within the next 600 flight 

cycles after the effective date of this AD or 

within the next 6 months after the effective 

date of this AD, whichever occurs first. 

(7) If any wear, corrosion, or damage is 

detected during the inspection required in 

either paragraph (f)(3) or (f)(6), as applicable, 

of this AD, before further flight, do all of the 

corrective actions (including application of 

the a witness paint) following the 

instructions in Part 2 of British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

32–A–JA140940, Original Issue, dated 

October 3, 2014. 

(8) Between 30 and 45 days after doing the 

action required in either paragraph (f)(3) or 

(f)(6) of this AD or between the next 20 to 

30 flight cycles after doing the action 

required in either paragraph (f)(3) or (f)(6) of 

this AD, whichever occurs first, inspect the 

witness paint applied as required in either 

paragraph (f)(5) or (f)(7) of this AD following 

the instructions in Part 3 of British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

32–A–JA140940, Original Issue, dated 

October 3, 2014. 

(9) If any damaged paint is detected during 

the inspection required in paragraph (f)(8) of 

this AD, before further flight, contact British 

Aerospace Regional Aircraft to obtain FAAapproved repair instructions approved 

specifically for this AD and incorporate those 

instructions. You may find the contact 

information for British Aerospace Regional 

Aircraft in paragraph (h) of this AD. 

(10) As of the effective date of this AD, do 

not install a LH or RH MLG on any of the 

applicable airplanes unless it has passed all 

of the inspections required by this AD. 

(11) For all airplanes: The compliance 

times for paragraphs (f)(3)(i), (f)(3)(ii), 

(f)(6)(i), (f)(6)(ii), and (f)(8) of this AD are 

presented in flight cycles (landings). If the 

total flight cycles have not been kept, 

multiply the total number of airplane hours 

time-in-service (TIS) by 0.75 to calculate the 

cycles. You may use the following as an 

example for this AD: 

(i) 200 hours TIS × .75 = 150 cycles; or 

(ii) 600 hours TIS × .75 = 450 cycles. 

(g) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

ATTN: Taylor Martin, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4138; fax: (816) 329– 

4090; email: taylor.martin@faa.gov. Before 

using any approved AMOC on any airplane 

to which the AMOC applies, notify your 

appropriate principal inspector (PI) in the 

FAA Flight Standards District Office (FSDO), 

or lacking a PI, your local FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(h) Related Information 

Refer to MCAI European Aviation Safety 

Agency (EASA), which is the Technical 

Agent for the Member States of the European 

Community, AD No. 2014–0239, dated 

November 3, 2014; and British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

SB 32–JA851226, Revision 5, dated April 30, 

2013; British Aerospace Jetstream and British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin 32–JM7862, Revision 1, 

dated May 7, 2013, for related information. 

You may examine the MCAI on the Internet 

at http://www.regulations.gov by searching 

for and locating Docket No. FAA–2014–1093. 

For service information related to this AD, 

contact BAE Systems (Operations) Ltd, 

Customer Information Department, Prestwick 

International Airport, Ayrshire, KA9 2RW, 

Scotland, United Kingdom; phone: +44 1292 

675207, fax: +44 1292 675704; email: 

RApublications@baesystems.com; Internet: 

http://www.jetstreamcentral.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. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
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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