Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations 23699 

agency’’ have the same meanings as in 

section 3 of the Federal Deposit 

Insurance Act (12 U.S.C. 1813). 

(g) Fiscal year. (1) The fiscal year for 

a NGEP that does not have a fiscal year 

shall be the calendar year. 

(2) Any NGEP, insured depository 

institution, or affiliate that has a fiscal 

year may elect to have the calendar year 

be its fiscal year for purposes of this 

part. 

(h) Insured depository institution. 

‘‘Insured depository institution’’ has the 

same meaning as in section 3 of the 

Federal Deposit Insurance Act (12 

U.S.C. 1813). 

(i) NGEP. ‘‘NGEP’’ means a 

nongovernmental entity or person. 

(j) Nongovernmental entity or 

person—(1) General. A 

‘‘nongovernmental entity or person’’ is 

any partnership, association, trust, joint 

venture, joint stock company, 

corporation, limited liability 

corporation, company, firm, society, 

other organization, or individual. 

(2) Exclusions. A nongovernmental 

entity or person does not include— 

(i) The United States government, a 

state government, a unit of local 

government (including a county, city, 

town, township, parish, village, or other 

general-purpose subdivision of a state) 

or an Indian tribe or tribal organization 

established under Federal, state or 

Indian tribal law (including the 

Department of Hawaiian Home Lands), 

or a department, agency, or 

instrumentality of any such entity; 

(ii) A federally-chartered public 

corporation that receives Federal funds 

appropriated specifically for that 

corporation; 

(iii) An insured depository institution 

or affiliate of an insured depository 

institution; or 

(iv) An officer, director, employee, or 

representative (acting in his or her 

capacity as an officer, director, 

employee, or representative) of an entity 

listed in paragraphs (j)(2)(i) through (iii) 

of this section. 

(k) Party. The term ‘‘party’’. The 

authority citation for part 405 continues 

to read as follows: with respect to a 

covered agreement means each NGEP 

and each insured depository institution 

or affiliate that entered into the 

agreement. 

(l) Relevant supervisory agency. The 

‘‘relevant supervisory agency’’ for a 

covered agreement means the 

appropriate Federal banking agency 

for— 

(1) Each insured depository 

institution (or subsidiary thereof) that is 

a party to the covered agreement; 

(2) Each insured depository 

institution (or subsidiary thereof) or 

CRA affiliate that makes payments or 

loans or provides services that are 

subject to the covered agreement; and 

(3) Any company (other than an 

insured depository institution or 

subsidiary thereof) that is a party to the 

covered agreement. 

(m) State savings association. ‘‘State 

savings association’’ has the same 

meaning as in section 3(b)(3) of the 

Federal Deposit Insurance Act (12 

U.S.C. 1813(b)(3)). 

(n) Term of agreement. An agreement 

that does not have a fixed termination 

date is considered to terminate on the 

last date on which any party to the 

agreement makes any payment or 

provides any loan or other resources 

under the agreement, unless the relevant 

supervisory agency for the agreement 

otherwise notifies each party in writing. 

Dated at Washington, DC, this 23rd day of 

April 2015. 

By order of the Board of Directors. 

Federal Deposit Insurance Corporation. 

Robert E. Feldman, 

Executive Secretary. 

[FR Doc. 2015–09894 Filed 4–28–15; 8:45 am] 

BILLING CODE 6741–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–1083; Directorate 

Identifier 2014–CE–036–AD; Amendment 

39–18140; AD 2015–08–04] 

RIN 2120–AA64 

Airworthiness Directives; Various 

Aircraft Equipped With Wing Lift Struts 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 99–01–05 

R1, which applied to certain aircraft 

equipped with wing lift struts. AD 99– 

01–05 R1 required 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. This new AD retains all 

requirements of AD 99–01–05R1 and 

adds additional airplane models to the 

Applicability section. This AD was 

prompted by a report that additional 

Piper Aircraft, Inc. model airplanes 

should be added to the Applicability 

section. We are issuing this AD to 

correct the unsafe condition on these 

products. 

DATES: This AD is effective June 3, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of February 8, 1999 (63 FR 

72132, December 31, 1998). 

ADDRESSES: 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 

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 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. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

1083. 

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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

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. 

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23700 Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations 

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: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 99–01–05 R1, 

Amendment 39–17688 (78 FR 73997, 

December 10, 2013; corrected 78 FR 

79599, December 31, 2013), (‘‘AD 99– 

01–05 R1’’). AD 99–01–05 R1 applied to 

certain aircraft equipped with wing lift 

struts. The NPRM published in the 

Federal Register on December 31, 2014 

(79 FR 78729). The NPRM was 

prompted by a report 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 were also informed of 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). The 

NPRM proposed to retain all 

requirements of AD 99–01–05 R1 and 

add airplanes to the Applicability 

section. We are issuing this AD to 

correct the unsafe condition on these 

products. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 78729, 

December 31, 2014) and the FAA’s 

response to each comment. 

Request To Remove the ‘‘NO STEP’’ 

Placard Requirement for Models PA– 

25, PA–24–235, and PA–25–260 

Airplanes 

Joe Barr stated that LAVIA 

ARGENTINA S.A. (LAVIASA) Models 

PA–25, PA–24–235, and PA–25–260 

airplanes should be exempt from the 

requirement in paragraph (m) of the 

proposed AD to install a ‘‘NO STEP’’ 

placard on each wing lift strut. 

Joe Barr stated that the LAVIASA PA– 

25 series airplanes are the only low 

wing monoplane aircraft of all the 

affected airplane models listed in the 

proposed AD. The LAVIASA PA–25 

series airplanes have a wing support 

strut that is located on top of, rather 

than below, the wing. The upper end of 

the wing lift strut attaches to the top of 

the fuselage and the bottom end of the 

strut attaches to the top of the wing at 

the midpoint region. There is no safe 

wing walk surface area on the top of the 

wing that extends more than a few 

inches from the wing root to walk or 

stand at this mid-wing station. No one 

could possibly step on or stand on the 

strut at or near this wing location 

without significant damage to the 

adjacent fabric covered wing structure 

itself. Therefore, it is illogical and 

irrelevant to have a ‘‘NO STEP’’ placard 

of any kind at the mentioned location 

on the wing lift struts of the LAVIASA 

PA–25 series airplanes. This 

requirement was clearly meant for high 

wing aircraft only. 

We agree with the commenter. The 

intent of the placard is to prevent 

damage from stepping on the lower end 

of the strut. This would not occur on 

LAVIASA Models PA–25, PA–24–235, 

and PA–25–260 airplanes due to the 

configuration discussed above. 

We have changed paragraph (m) in 

this AD to exclude LAVIASA Models 

PA–25, PA–24–235, and PA–25–260 

airplanes from this requirement. 

Request To Allow a Different Rework 

Method of an Unsealed Wing Lift Strut 

for Model J–3 Airplanes 

Mike Teets stated that he wants the 

option of using a different method for 

reworking a non-sealed wing lift strut to 

a sealed condition for Piper Aircraft Inc. 

Model J–3 airplanes. 

Mike Teets stated that he has been 

inspecting the wing life struts on his 

Piper Aircraft, Inc. Model J–3 airplane 

for years and has developed a method 

for ‘‘reoperating’’ an unsealed wing life 

strut to a sealed condition, which would 

remove the need for the repetitive 

inspections and thereby reduce costs 

associated with the requirements of the 

proposed AD. 

We do not agree with the commenter. 

The commenter’s request pertains to 

only one model airplane affected by this 

AD and addresses only a portion of the 

requirements of the proposed AD. The 

commenter’s proposal would be more 

appropriately addressed by requesting 

an alternative method of compliance 

following the procedures specified in 

paragraph (n) of this AD. 

We have not changed this AD based 

on this comment. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and any minor editorial changes. We 

have determined that these minor 

changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

78729, December 31, 2014) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 78729, 

December 31, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Piper Aircraft 

Corporation Mandatory Service Bulletin 

No. 528D, dated October 19, 1990, Piper 

Aircraft Corporation Mandatory Service 

Bulletin No. 910A, dated October 10, 

1989; 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; 

and Jensen Aircraft Installation 

Instructions for Modified Lift Strut 

Fittings, which incorporates pages 1 and 

5, Original Issue, dated July 15, 1983; 

pages 2, 4, and 6, Revision No. 1, dated 

March 30, 1984; and pages a and 3, 

Revision No. 2, dated April 20, 1984. 

The service information describes 

procedures for wing lift strut assembly 

inspection and replacement. This 

information is reasonably available at 

http://www.regulations.gov by searching 

for and locating Docket No. FAA–2014– 

1083, or you may see ADDRESSES for 

other ways to access this service 

information. 

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: 

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Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations 23701 

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 AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

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 this AD: 

(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), 

(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. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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 73997, December 10, 2013; corrected 

78 FR 79599, December 31, 2013), and 

adding the following new AD: 

2015–08–04 Various Aircraft: Amendment 

39–18140; Docket No. FAA–2014–1083; 

Directorate Identifier 2014–CE–036–AD. 

(a) Effective Date 

This AD is effective June 3, 2015. 

(b) Affected ADs 

This AD supersedes AD 99–01–05 R1, 

Amendment 39–17688 (78 FR 73997, 

December 10, 2013; corrected 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. 

(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. 

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 1 TO PARAGRAPH (C) OF THIS AD—AIRPLANES PREVIOUSLY AFFECTED BY AD 99–01–05 R1 

Type certificate holder Aircraft model Serial Nos. 

FS 2000 Corp ........................... L–14 .......................................................................................... All. 

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TABLE 1 TO PARAGRAPH (C) OF THIS AD—AIRPLANES PREVIOUSLY AFFECTED BY AD 99–01–05 R1—Continued 

Type certificate holder Aircraft model Serial Nos. 

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. 

TABLE 2 TO PARAGRAPH (C) OF THIS AD—AIRPLANES NEW TO THIS AD 

Type certificate holder Aircraft model Serial Nos. 

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 (64 FR 72524, 

December 28, 1999) ‘‘99–01–05’’ and 

subsequently AD 99–01–05 R1. 

Note 2 to paragraph (e) 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. 

(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 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, paragraph (c) 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 

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 (n) of this AD for 

approving such actions as an alternative 

method of compliance (AMOC). 

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Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations 23703 

(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), 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). 

(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. 

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. 

(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, 

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23704 Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations 

including all subparagraphs. Do the 

replacement following the procedures 

specified in those paragraphs, as applicable. 

(2) If no cracks are found during the initial 

inspection required in paragraph (k) of this 

AD and the airplane is currently equipped 

with floats or has been equipped with floats 

at any time during the previous 2,000 hours 

TIS since the wing lift strut forks were 

installed, at or before accumulating 1,000 

hours TIS on the wing lift strut forks, replace 

the wing lift strut forks with one of the 

replacement options specified in paragraph 

(l)(1), (l)(2), (l)(3), or (l)(4) of this AD, 

including all subparagraphs. Do the 

replacement following the procedures 

specified in those paragraphs, as applicable. 

Repetitively thereafter inspect the newly 

installed wing lift strut forks at intervals not 

to exceed 500 hours TIS following the 

procedures specified in paragraph (k) of this 

AD, including all subparagraphs. 

(3) If no cracks are found during the initial 

inspection required in paragraph (k) of this 

AD and the airplane has never been 

equipped with floats during the previous 

2,000 hours TIS since the wing lift strut forks 

were installed, at or before accumulating 

2,000 hours TIS on the wing lift strut forks, 

replace the wing lift strut forks with one of 

the replacement options specified in 

paragraph (l)(1), (l)(2), (l)(3), or (l)(4) of this 

AD, including all subparagraphs. Do the 

replacement following the procedures 

specified in those paragraphs, as applicable. 

Repetitively thereafter inspect the newly 

installed wing lift strut forks at intervals not 

to exceed 500 hours TIS following the 

procedures specified in paragraph (k) of this 

AD, including all subparagraphs. 

(l) Wing Lift Strut Fork Replacement Options 

Before further flight after the removal 

required in paragraph (j) of this AD, replace 

the wing lift strut forks following one of the 

options in paragraph (l)(1), (l)(2), (l)(3), or 

(l)(4) of this AD, including all subparagraphs, 

or inspect the wing lift strut forks following 

paragraph (k) of this AD, including all 

subparagraphs. 

(1) Install new OEM part number wing lift 

strut forks of the same part numbers of the 

existing part (or FAA-approved equivalent 

part numbers) that were manufactured with 

rolled threads. Wing lift strut forks 

manufactured with machine (cut) threads are 

not to be used. Do the installations following 

Piper MSB No. 528D, dated October 19, 1990, 

or Piper MSB No. 910A, dated October 10, 

1989, as applicable. Repetitively thereafter 

inspect and replace the newly installed wing 

lift strut forks at intervals not to exceed 500 

hours TIS following the procedures specified 

in paragraph (k) of this AD, including all 

subparagraphs. 

(2) Install new sealed wing lift strut 

assemblies (or FAA-approved equivalent part 

numbers) (these sealed wing lift strut 

assemblies also include the wing lift strut 

forks) following Piper MSB No. 528D, dated 

October 19, 1990, and Piper MSB No. 910A, 

dated October 10, 1989, as applicable. This 

installation may have already been done 

through the option specified in paragraph 

(i)(2) of this AD. Installing one of these new 

sealed wing lift strut assemblies terminates 

the repetitive inspection requirements in 

paragraphs (h)(1) and (h)(2) of this AD, and 

the wing lift strut fork removal, inspection, 

and replacement requirements in paragraphs 

(j) and (k) of this AD, including all 

subparagraphs, for that wing lift strut 

assembly. 

(3) For the airplanes specified below, 

install Jensen Aircraft wing lift strut fork 

assemblies specified below in the applicable 

STC following Jensen Aircraft Installation 

Instructions for Modified Lift Strut Fitting. 

Installing one of these wing lift strut fork 

assemblies terminates the repetitive 

inspection requirement of this AD only for 

that wing lift strut fork. Repetitively inspect 

each wing lift strut as specified in paragraph 

(h)(1) or (h)(2) of this AD, including all 

subparagraphs. 

(i) For Models PA–12 and PA–12S 

airplanes: STC SA1583NM, which can be 

found on the Internet at http://rgl.faa.gov/

Regulatory_and_Guidance_Library/rgstc.nsf/

0/2E708575849845B285256CC1008213CA

?OpenDocument&Highlight=sa1583nm; 

(ii) For Model PA–14 airplanes: STC 

SA1584NM, which can be found on the 

Internet at http://rgl.faa.gov/Regulatory_and_

Guidance_Library/rgstc.nsf/0/39872B8

14471737685256CC1008213D0?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/B28C4162E30D941F85256CC1008213F6?

OpenDocument&Highlight=sa1590nm; 

(iv) For Models PA–18, PA–18S, PA–18 

‘‘105’’ (Special), PA–18S ‘‘105’’ (Special), 

PA–18A, PA–18 ‘‘125’’ (Army L–21A), PA– 

18S ‘‘125’’, PA–18AS ‘‘125’’, PA–18 ‘‘135’’ 

(Army L–21B), PA–18A ‘‘135’’, PA–18S 

‘‘135’’, PA–18AS ‘‘135’’, PA–18 ‘‘150’’, PA– 

18A ‘‘150’’, PA–18S ‘‘150’’, PA–18AS ‘‘150’’, 

PA–18A (Restricted), PA–18A ‘‘135’’ 

(Restricted), and PA–18A ‘‘150’’ (Restricted) 

airplanes: STC SA1585NM, which can be 

found on the Internet at http://rgl.faa.gov/

Regulatory_and_Guidance_Library/rgstc.nsf/

0/A2BE010FB1CA61A285256CC1008213D6

?OpenDocument&Highlight=sa1585nm; 

(v) For Models PA–20, PA–20S, PA–20 

‘‘115’’, PA–20S ‘‘115’’, PA–20 ‘‘135’’, and 

PA–20S ‘‘135’’ airplanes: STC SA1586NM, 

which can be found on the Internet at 

http://rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/873CC69D42C87CF5852

56CC1008213DC?OpenDocument&

Highlight=sa1586nm; and 

(vi) For Model PA–22 airplanes: STC 

SA1587NM, which can be found on the 

Internet at http://rgl.faa.gov/Regulatory_and_

Guidance_Library/rgstc.nsf/0/B051D04

CCC0BED7E85256CC1008213E0?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. 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, except for Models PA–25, 

PA–25–235, and PA–25–260 airplanes: 

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 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 

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Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations 23705 

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, AD 

99–01–05, and AD 99–01–05 R1, 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. 

(p) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on February 8, 1999 (63 FR 

72132, December 31, 1998). 

(i) Piper Aircraft Corporation Mandatory 

Service Bulletin No. 528D, dated October 19, 

1990. 

(ii) Piper Aircraft Corporation Mandatory 

Service Bulletin No. 910A, dated October 10, 

1989. 

(iii) 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. 

(iv) Jensen Aircraft Installation Instructions 

for Modified Lift Strut Fittings, which 

incorporates pages 1 and 5, Original Issue, 

dated July 15, 1983; pages 2, 4, and 6, 

Revision No. 1, dated March 30, 1984; and 

pages a and 3, Revision No. 2, dated April 

20, 1984. 

(4) For Piper Aircraft, Inc. 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. 

(5) 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. It is also available 

on the Internet at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2014–1083. 

(6) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://www.archives.

gov/federal-register/cfr/ibr-locations.html. 

Appendix to AD 2015–08–04 

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. 

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 

of the thinnest thickness, follow your 

instrument’s calibration recommendations to 

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23706 Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations 

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 instruments 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. 

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. 


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Federal Register / Vol. 80, No. 82 / Wednesday, April 29, 2015 / Rules and Regulations 23707 

Issued in Kansas City, Missouri, on April 

8, 2015. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2015–08732 Filed 4–28–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2014–0745; Airspace 

Docket No. 14–ACE–3] 

Establishment of Class E Airspace; 

Alma, NE 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action establishes Class 

E airspace at Alma, NE. Controlled 

airspace is necessary to accommodate 

new Standard Instrument Approach 

Procedures (SIAPs) at Alma Municipal 

Airport. The FAA is taking this action 

to enhance the safety and management 

of Instrument Flight Rules (IFR) 

operations for SIAPs at the airport. This 

action also corrects the state from KS to 

NE under the airport designation. 

DATES: Effective date, 0901 UTC, June 

25, 2015. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

ADDRESSES: FAA Order 7400.9Y, 

Airspace Designations and Reporting 

Points, and subsequent amendments can 

be viewed on line at http://www.faa.

gov/airtraffic/publications/. The Order 

is also available for inspection at the 

National Archives and Records 

Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, 

or go to http://www.archives.gov/

federal_register/code_of_federalregulations/ibr_locations.html. 

FAA Order 7400.9, Airspace 

Designations and Reporting Points, is 

published yearly and effective on 

September 15. For further information, 

you can contact the Airspace Policy and 

ATC Regulations Group, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 29591; telephone: 202– 

267–8783. 

FOR FURTHER INFORMATION CONTACT: 

Rebecca Shelby, Central Service Center, 

Operations Support Group, Federal 

Aviation Administration, Southwest 

Region, 2601 Meacham Blvd., Fort 

Worth, TX 76137; telephone: 817–321– 

7740. 

SUPPLEMENTARY INFORMATION: 

History 

On October 28, 2014, the FAA 

published in the Federal Register a 

notice of proposed rulemaking (NPRM) 

to establish Class E airspace extending 

upward from 700 feet above the surface 

at Alma Municipal Airport, Alma, NE 

(79 FR 64152) Docket No. FAA–2014– 

0745. Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal to the FAA. No comments 

were received. Subsequent to 

publications, an error was found under 

the airport designation listing the 

airport in KS, instead of NE. This action 

corrects the error. 

Class E airspace designations are 

published in paragraph 6005 of FAA 

Order 7400.9Y dated August 6, 2014, 

and effective September 15, 2014, which 

is incorporated by reference in 14 CFR 

part 71.1. The Class E airspace 

designations listed in this document 

will be published subsequently in the 

Order. 

Availability and Summary of 

Documents for Incorporation by 

Reference 

This document amends FAA Order 

7400.9Y, airspace Designations and 

Reporting Points, dated August 6, 2014, 

and effective September 15, 2014. FAA 

Order 7400.9Y is publicly available as 

listed in the ADDRESSES section of this 

final rule. FAA Order 7400.9Y lists 

Class A, B, C, D, and E airspace areas, 

air traffic service routes, and reporting 

points. 

The Rule 

This action amends Title 14, Code of 

Federal Regulations (14 CFR), Part 71 by 

establishing Class E airspace extending 

upward from 700 feet above the surface 

within a 6.5-mile radius of Alma 

Municipal Airport, Alma, NE. 

Controlled airspace is necessary to 

accommodate new Standard Instrument 

Approach Procedures at the airport. 

This action enhances the safety and 

management of IFR operations for SIAPs 

at the airport. This action also correctly 

lists the airport state as NE instead of KS 

under the airport designation. 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. Therefore, this regulation: (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) 

does not warrant preparation of a 

regulatory evaluation as the anticipated 

impact is so minimal. Since this is a 

routine matter that only affects air traffic 

procedures and air navigation, it is 

certified that this rule, when 

promulgated, does not have a significant 

economic impact on a substantial 

number of small entities under the 

criteria of the Regulatory Flexibility Act. 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the U.S. Code. Subtitle 1, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the agency’s 

authority. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority as it establishes 

controlled airspace at Alma Municipal 

Airport, Alma, NE. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical under the 

National Policy Act in accordance with 

FAA Order 1050.1E,— ‘‘Environmental 

Impacts: Policies and Procedures’’ 

paragraph 311a. This airspace action is 

not expected to cause any potentially 

significant environmental impacts, and 

no extraordinary circumstances exit that 

warrant preparation of an 

environmental assessment. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

Adoption of the Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; AIR 

TRAFFIC SERVICE ROUTES; AND 

REPORTING POINTS 

■ 1. The authority citation for part 71 

continues to read as follows: 

Authority: 49 U.S.C. 106(f), 106(g);, 40103, 

40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 

1959–1963 Comp., p. 389. 

§ 71.1 [Amended] 

■ 2. The incorporation by reference in 

14 CFR 71.1 of FAA Order 7400.9Y, 

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