Federal Register / Vol. 63, No. 81 /Tuesday, April 28, 1998 /Rules and Regulations 23205

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–CE–48–AD; Amendment 39–

10506; AD 98–09–25]

RIN 2120–AA64

Airworthiness Directives; The New

Piper Aircraft, Inc. Models PA–31, PA–

31–300, PA–31–325, and PA–31–350

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to certain The New Piper

Aircraft, Inc. (Piper) Models PA–31,

PA–31–300, PA–31–325, and PA–31–

350 airplanes. This AD requires

replacing the lower spar splice plate and

reworking the lower spar caps. This AD

results from numerous reports of fretting

and cracking of the lower spar splice

plates on Piper PA–31 series airplanes

in Australia, and a report of one

incident in the United States. The

actions specified by this AD are

intended to prevent failure of the lower

spar splice plate caused by fretting and

cracking, which could result in loss of

control of the airplane.

DATES: Effective June 15, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 15,

1998.

ADDRESSES: Service information that

applies to this AD may be obtained from

The New Piper Aircraft, Inc., Customer

Services, 2926 Piper Drive, Vero Beach,

Florida 32960. This information may

also be examined at the Federal

Aviation Administration (FAA), Central

Region, Office of the Regional Counsel,

Attention: Rules Docket No. 97–CE–48–

AD, Room 1558, 601 E. 12th Street,

Kansas City, Missouri 64106; or at the

Office of the Federal Register, 800 North

Capitol Street, NW, suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Mr.

William O. Herderich, Aerospace

Engineer, FAA, Atlanta Aircraft

Certification Office, 1895 Phoenix

Boulevard, suite 450, Atlanta, Georgia

30349; telephone: (770) 703–6084;

facsimile: (770) 703–6097.

SUPPLEMENTARY INFORMATION:

Events Leading to the Issuance of This

AD

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to include an AD that would

apply to certain Piper Models PA–31,

PA–31–300, PA–31–325, and PA–31–

350 airplanes was published in the

Federal Register as a notice of proposed

rulemaking (NPRM) on August 22, 1997

(62 FR 44597). The NPRM proposed to

require replacing the lower spar splice

plate and reworking the lower spar caps.

Accomplishment of the proposed action

as specified in the NPRM would be

required in accordance with Piper Main

Spar Splice Plate Replacement (Lower)

Kit No. 766–641, Drawing 88255,

Revision A, dated May 12, 1997; or

Piper Main Spar Splice Plate

Replacement (Lower) Kit No. 766–640,

Drawing 88254, Revision A, dated May

12, 1997.

The NPRM was the result of

numerous reports of fretting and

cracking of the lower spar splice plates

on Piper PA–31 series airplanes in

Australia, and a report of one incident

in the United States.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposed rule or the FAA’s

determination of the cost to the public.

The FAA has received data from the

Australian Civil Aviation Safety

Authority (CASA), which was based on

the analysis of 34 airplanes. This data

shows the lower spar splice plate

replacement threshold as the following:

—6,000 hours time-in-service (TIS) for

Models PA–31, PA–31–300, and PA–

31–325 airplanes; and

—13,000 hours TIS for Model PA–31–

350 airplanes

The lower spar splice plate

replacement threshold was presented as

2,500 hours TIS in the NPRM. The FAA

conducted statistical analysis on this

data received from the Australian

CASA. This analysis shows that the

thresholds presented by the Australian

CASA are reliable and accurate.

The FAA’s Determination

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed except for the

change in the compliance time (from

2,500 hours TIS to 6,000 hours TIS or

13,000 hours TIS, as applicable) and

minor editorial corrections. The FAA

has determined that these minor

corrections will not change the meaning

of the AD and will not add any

additional burden upon the public than

was already proposed.

Cost Impact

The FAA estimates that 1,700

airplanes in the U.S. registry will be

affected by this AD, that it will take

approximately 8 workhours per airplane

to accomplish this replacement, and

that the average labor rate is

approximately $60 an hour. Parts cost

approximately $210 per airplane. Based

on these figures, the total cost impact of

this AD on U.S. operators is estimated

to be $1,173,000, or $690 per airplane.

Piper has informed the FAA that, as

of August 22, 1997 (the publication date

of the NPRM), parts have been

distributed to equip 1 affected airplane.

Presuming that this set of parts is

installed on an affected airplane, the

cost impact of this AD will be reduced

by $690, from $1,173,000 to $1,172,310.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the final

evaluation prepared for this action is

contained in the Rules Docket. A copy

of it may be obtained by contacting the

Rules Docket at the location provided

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:
23206 Federal Register / Vol. 63, No. 81 /Tuesday, April 28, 1998 /Rules and Regulations

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. Section 39.13 is amended by

adding a new airworthiness directive

(AD) to read as follows:

98–09–25 The New Piper Aircraft, Inc.:

Amendment 39–10506; Docket No. 97–

CE–48–AD.

Applicability: The following airplane

model and serial numbers, certificated in any

category:

Models Serial numbers

PA–31, PA–31–300,

and PA–31–325.

31–2 through 31–

8312019.

PA–31–350 ............... 31–5001 through 31–

8553002.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as follows, unless

already accomplished:

1. For the affected Models PA–31, PA–31–

300, and PA–31–325 airplanes: Upon

accumulating 6,000 hours on the lower spar

splice plate or within the next 100 hours

time-in-service (TIS) after the effective date

of this AD, whichever occurs later; and

2. For the affected Model PA–31–350

airplanes: Upon accumulating 13,000 hours

TIS on the lower spar splice plate or within

the next 100 hours TIS after the effective date

of this AD, whichever occurs later.

To prevent failure of the lower spar splice

plate caused by fretting and cracking, which

could result in loss of control of the airplane,

accomplish the following:

(a) Replace the lower spar splice plate and

rework the lower spar caps in accordance

with the instructions included in the

following kits, as applicable, and as

referenced in Piper Service Bulletin No.

1003, dated June 16, 1997:

(1) Main Spar Splice Plate Replacement

(Lower) Kit No. 766–640, Drawing 88254,

Revision A, dated May 12, 1997, which

applies to Models PA–31, PA–31–300, and

Piper PA–31–325 airplanes; and

(2) Main Spar Splice Plate Replacement

(Lower) Kit No. 766–641, Drawing 88255,

Revision A, dated May 12, 1997, which

applies to Model PA–31–350 airplanes.

(b) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Atlanta Aircraft

Certification Office (ACO), 1895 Phoenix

Boulevard, suite 450, Atlanta, Georgia 30349.

The request shall be forwarded through an

appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(d) The replacements required by this AD

shall be done in accordance with the

instructions to Piper Main Spar Splice Plate

Replacement (Lower) Kit No. 766–641,

Drawing 88255, Revision A, dated May 12,

1997; or Piper Main Spar Splice Plate

Replacement (Lower) Kit No. 766–640,

Drawing 88254, Revision A, dated May 12,

1997. This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from The New Piper Aircraft, Inc., 2926 Piper

Drive, Vero Beach, Florida 32960. Copies

may be inspected at the FAA, Central Region,

Office of the Regional Counsel, Room 1558,

601 E. 12th Street, Kansas City, Missouri, or

at the Office of the Federal Register, 800

North Capitol Street, NW, suite 700,

Washington, DC.

(e) This amendment becomes effective on

June 15, 1998.

Issued in Kansas City, Missouri, on April

21, 1998.

Marvin R. Nuss,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 98–11161 Filed 4–27–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 98–ACE–2]

Amendment to Class D and Class E

Airspace; Cape Girardeau, MO

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Direct final rule; confirmation of

effective date.

SUMMARY: This document confirms the

effective date of direct final rule which

revises Class D and Class E airspace at

Cape Girardeau, MO.

DATES: The direct final rule published at

63 FR 8095 is effective on 0901 UTC,

June 18, 1998.

FOR FURTHER INFORMATION CONTACT:

Kathy Randolph, Air Traffic Division,

Airspace Branch, ACE–520C, Federal

Aviation Administration, 601 East 12th

Street, Kansas City, Missouri 64106;

telephone: (816) 426–3408.

SUPPLEMENTARY INFORMATION: The FAA

published this direct final rule with a

request for comments in the Federal

Register on February 18, 1998 (63 FR

8095). The FAA uses the direct final

rulemaking procedure for a noncontroversial rule where the FAA

believes that there will be no adverse

public comment. This direct final rule

advised the public that no adverse

comments were anticipated, and that

unless a written adverse comment, or a

written notice of intent to submit such

an adverse comment, were received

within the comment period, the

regulation would become effective on

June 18, 1998. No adverse comments

were received, and thus this document

confirms that this direct final rule will

become effective on that date.

Issued in Kansas City, MO on March 31,

1998.

Christopher R. Blum,

Acting Manager, Air Traffic Division, Central

Region.

[FR Doc. 98–11129 Filed 4–27–98; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 97

[Docket No. 29199; Amdt. No. 1865]

RIN 2120–AA65

Standard Instrument Approach

Procedures; Miscellaneous

Amendments

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This amendment establishes,

amends, suspends, or revokes Standard

Instrument Approach Procedure (SIAPs)

for operations at certain airports. These

regulatory actions are needed because of

changes occurring in the National

Airspace System, such as the

commissioning of new navigational

facilities, addition of new obstacles, or

changes in air traffic requirements.

These changes are designed to provide

safe and efficient use of the navigable

airspace and to promote safe flight

operations under instrument flight rules

at the affected airports.