Federal Register / Vol. 61, No. 97 / Friday, May 17, 1996 / Rules and Regulations 24881

Issued in Kansas City, Missouri, on May 8,

1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–12390 Filed 5–16–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 90–CE–63–AD; Amendment 39–

9622; AD 96–10–15]

RIN 2120–AA64

Airworthiness Directives; The New

Piper Aircraft, Inc. (Formerly Piper

Aircraft Corporation) Models PA31,

PA31–300, PA31–325, and PA31–350

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

Airworthiness Directive (AD) 80–14–06,

which currently requires the following

on The New Piper Aircraft, Inc. (Piper)

Models PA31, PA31–300, PA31–325,

and PA31–350 airplanes: repetitively

inspecting the outboard flap tracks,

wing rib flanges, and the rear spar web

at Wing Station (WS) 147.5 on each

wing, and modifying the area at WS

147.5 on both wings if any cracks are

found as terminating action for the

repetitive inspection requirement. The

Federal Aviation Administration’s

policy on aging commuter-class aircraft

is to eliminate or, in certain instances,

reduce the number of certain repetitive

short-interval inspections when

improved parts or modifications are

available. This action retains the

repetitive inspection requirement of AD

80–14–06, and requires modifying the

area at WS 147.5 on both wings as

terminating action for the repetitive

inspection requirement. The actions

specified in this AD are intended to

prevent structural failure under certain

load conditions caused by cracked areas

at WS 147.5, which, if not detected and

corrected, could result in loss of control

of the airplane.

DATES: Effective June 27, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 27,

1996.

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 Assistant Chief

Counsel, Attention: Rules Docket 90–

CE–63–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:

Christina Marsh, Aerospace Engineer,

FAA, Atlanta Aircraft Certification

Office, Campus Building, 1701

Columbia Avenue, suite 2–160, College

Park, Georgia 30337–2748; telephone

(404) 305–7362; facsimile (404) 305–

7348.

SUPPLEMENTARY INFORMATION:

Events Leading to the AD

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to include an AD that would

apply to Piper Models PA31, PA31–300,

PA31–325, and PA31–350 airplanes was

published in the Federal Register on

December 7, 1995 (60 FR 62779). The

action proposed to supersede AD 80–

14–06 with a new AD that would (1)

retain the requirement of repetitively

inspecting the outboard flap track, wing

rib flanges, and the rear spar web at WS

147.5 for cracks, and, if any cracks are

found, modifying the area at WS 147.5

by incorporating Piper Kit 763 986 as

terminating action for the repetitive

inspection requirement; and (2) require

incorporating Piper Kit 763 986 at a

specified hours TIS time-period for

airplanes where no cracks were found

during the inspections as terminating

action for the repetitive inspection

requirement. Accomplishment of the

modification would be in accordance

with the instructions included with

Piper Kit 763 986, Revised April 15,

1991, as referenced in Piper SB No.

647A, dated November 24, 1980.

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.

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 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 2,906

airplanes in the U.S. registry will be

affected by this AD, that it will take

approximately 30 workhours per

airplane to accomplish the required

modification, and that the average labor

rate is approximately $60 an hour. Parts

cost approximately $468 per airplane.

Based on these figures, the total cost

impact of the required modification on

U.S. operators is estimated to be

$6,590,808 or $2,268 per airplane. This

figure is based on the assumption that

no affected airplane owner/operator has

accomplished the required

modification.

Piper has informed the FAA that parts

have been distributed to enough

owners/operators to equip 234 of the

affected airplanes. Assuming that each

set of parts has been installed on an

affected airplane, the cost impact of this

AD upon U.S. owners operators of the

affected airplanes is reduced by

$530,712 from $6,590,808 to $6,060,096.

The FAA’s Aging Commuter Class

Aircraft Policy

This AD is part of the FAA’s aging

commuter class airplane policy, which

briefly states that, when a modification

exists that could eliminate or reduce the

number of required critical inspections,

the modification should be

incorporated.

The intent of the FAA’s aging

commuter airplane program is to ensure

safe operation of commuter-class

airplanes that are in commercial service

without adversely impacting private

operators. The FAA believes that a large

number of the remaining 2,672 affected

airplanes (2,906 airplanes—234 sets of

parts distributed) that will be affected

by this AD are operated in various types

of air transportation. This includes

scheduled passenger service, air cargo,

and air taxi.

This AD allows 1,000 hours time-inservice (TIS) after the effective date of

the AD before mandatory

accomplishment of the design

modification. The average utilization of

the fleet for those airplanes in air

transportation is between 25 to 40 hours

TIS per week. Based on these figures,

operators of commuter-class airplanes

involved in commercial operation will

have to accomplish the required

modification within 6 to 10 months after

this AD becomes effective. For private

owners, who typically operate between

100 to 200 hours TIS per year, this

allows 5 to 10 years before the required

modification is mandatory.

The FAA established the 1,000 hours

TIS modification compliance time based

on its engineering evaluation of the

problem. Among the issues examined

during this engineering evaluation were

analysis of service difficulty reports, the
24882 Federal Register / Vol. 61, No. 97 / Friday, May 17, 1996 / Rules and Regulations

difficulty level of the inspection, and

how critical the situation would be if

cracks occurred in the subject area

despite accomplishment of the

repetitive inspections.

Usually, the FAA establishes the

mandatory design modification

compliance time on AD’s affecting aging

commuter-class airplanes upon the

accumulation of a certain number of

hours TIS on the airplane. For this

action, the FAA is mandating the

modification for all operators ‘‘within

the next 1,000 hours TIS after the

effective date of this AD.’’ The total TIS

levels of the airplane fleet vary from

under 1,000 hours TIS to over 5,000

hours TIS, and annual accumulation

rates vary from 50 hours TIS to over

1,000 hours TIS. Establishing a longterm set compliance time of hours TIS

accumulated on a Piper Model PA31,

PA31–300, PA31–325, or PA31–350

airplane (such as 5,000 hours TIS)

imposes an undue burden on the

manufacturer of having to maintain a

supply of replacement parts for the

entire fleet when many airplanes in the

fleet may never reach this compliance

time.

Instead, the FAA believes that Piper

should maintain parts for several years;

in this case about 10 years to allow lowusage airplanes time to accumulate the

‘‘1,000 hours TIS after the effective date

of the AD.’’ The FAA has determined

that the compliance time of this AD

provides the level of safety required for

commuter air service while still

minimizing the impact on the private

airplane owners of Piper Models PA31,

PA31–300, PA31–325, and PA31–350

airplanes.

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:

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

removing Airworthiness Directive (AD)

80–14–06, Amendment 39–3805, and by

adding a new AD to read as follows:

96–10–15 The New Piper Aircraft, Inc.

(formerly Piper Aircraft Corporation):

Amendment 39–9622; Docket No. 90–

CE–63–AD. Supersedes AD 80–14–06,

Amendment 39–3805.

Applicability: The following model and

serial number airplanes, certificated in any

category, that do not have Piper Kit 763 986

incorporated in the area of Wing Station (WS)

147.5:

Models Serial Nos.

PA31 and

PA31–300.

31–2 through 31–8012010.

PA31–325 .... 31–7512006 through 31–

8012010.

PA31–350 .... 31–5001 through 31–

8052025.

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 (f) 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 indicated in the

body of this AD, unless already

accomplished.

To prevent structural failure under certain

load conditions caused by cracked areas at

WS 147.5, which, if not detected and

corrected, could result in loss of control of

the airplane, accomplish the following:

(a) Within the next 100 hours time-inservice (TIS) after the effective date of this

AD, unless already accomplished

(compliance with AD 80–14–06), and

thereafter at intervals not to exceed 100 hours

TIS until the modification required by

paragraph (b) or (c) of this AD is

incorporated, inspect the outboard flap

tracks, wing rib flanges, and the rear spar

web on both wings in the area of WS 147.5

by accomplishing the following:

(1) Lower the flaps to 40 degrees.

(2) Inspect the attachment of the flap track

rib to the rear spar on the inboard and

outboard sides of the flap track using 10-

power magnification.

(3) Remove the rectangular access plate

from the bottom wing skin. The rectangular

access plate is located forward of the wing

spar at WS 153.

(4) Inspect the WS 147.5 rib attachment

angle using 10-power magnification.

Note 2: The 100-hour TIS repetitive

inspection interval was established to

coincide with regularly scheduled

maintenance.

(b) If cracks are found during any of the

inspections required in paragraph (a) of this

AD, prior to further flight, incorporate Piper

Kit 763 986 in accordance with the

instructions included with Piper Kit 763 986,

Revised April 15, 1991, as referenced in

Piper SB No. 647A, dated November 24,

1980.

(c) Within the next 1,000 hours TIS after

the effective date of this AD, unless already

accomplished as required by paragraph (b) of

this AD, incorporate Piper Kit 763 986 in the

area of WS 147.5. Accomplish this action in

accordance with the instructions included

with Piper Kit 763 986, Revised April 15,

1991, as referenced in Piper SB No. 647A,

dated November 24, 1980.

(d) Incorporating Piper Kit 763 986 as

required by paragraphs (b) and (c) of this AD

is considered terminating action for the

repetitive inspection requirement of this AD.

(e) 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.

(f) An alternative method of compliance or

adjustment of the initial or repetitive

compliance times that provides an equivalent

level of safety may be approved by the

Manager, Atlanta Aircraft Certification Office

(ACO), Campus Building, 1701 Columbia

Avenue, suite 2–160, College Park, Georgia

30337–2748. 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 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

Note 4: Alternative methods of compliance

approved in accordance with AD 80–14–06

(superseded by this action) are not

considered approved as alternative methods

of compliance with this AD.
Federal Register / Vol. 61, No. 97 / Friday, May 17, 1996 / Rules and Regulations 24883

(g) The modification required by this AD

shall be done in accordance with the

instructions included with Piper Kit 763 986,

Revised April 15, 1991. 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 Assistant Chief

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.

(h) This amendment (39–9622) supersedes

AD 80–14–06, Amendment 39–3805.

(i) This amendment (39–9622) becomes

effective on June 27, 1996.

Issued in Kansas City, Missouri, on May 8,

1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–12389 Filed 5–16–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–CE–18–AD; Amendment 39–

9626; AD 96–11–01]

RIN 2120–AA64

Airworthiness Directives; Jetstream

Aircraft Limited; Jetstream Models

3101 and 3201 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to Jetstream Aircraft Limited

(JAL) Jetstream Models 3101 and 3201

airplanes. This action requires

modifying the automatic airframe de-ice

system to allow the wing and tail de-ice

boots to automatically operate through

one cycle. The present system repeats

the wing de-ice boot inflation cycle

before starting to inflate the tail de-ice

boots. Reports of ice accumulating on

the tail faster than the automatic tail deice boots inflate on the affected

airplanes prompted this action. The

actions specified by this AD are

intended to prevent excessive ice

accretion on the tail or wings of the

affected airplanes, which could result in

loss of control of the airplane.

DATES: Effective July 2, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 2, 1996.

ADDRESSES: Service information that

applies to this AD may be obtained from

Jetstream Aircraft Limited, Prestwick

International Airport, Ayrshire, KA9

2RW, Scotland, telephone (44–292)

79888; facsimile (44–292) 79703; or

Jetstream Aircraft Inc., Librarian, P.O.

Box 16029, Dulles International Airport,

Washington, D.C. 20041–6029;

telephone (703) 406–1161; facsimile

(703) 406–1469. This information may

also be examined at the Federal

Aviation Administration (FAA), Central

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket 95–

CE–18–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: Ms.

Dorenda Baker, Program Manager,

Brussels Aircraft Certification Office,

FAA, Europe, Africa, and Middle East

Office, c/o American Embassy, B–1000

Brussels, Belgium; telephone (32 2)

508.2715; facsimile (32 2) 230.6899; or

Mr. Jeffrey Morfitt, Project Officer,

Small Airplane Directorate, Aircraft

Certification Service, FAA, 1201

Walnut, suite 900, Kansas City, Missouri

64105; telephone (816) 426–6932;

facsimile (816) 426–2169.

SUPPLEMENTARY INFORMATION:

Events Leading to the AD

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to include an AD that would

apply to JAL Jetstream Models 3101 and

3201 airplanes was published in the

Federal Register on February 21, 1996

(61 FR 6583). The action proposed to

require modifying the automatic

airframe de-ice system to allow the wing

and tail de-ice boot systems to

automatically operate through one

cycle. Accomplishment of the proposed

modification would be in accordance

with Jetstream Service Bulletin 30–JK

12033, Revision No. 1, dated October

20, 1995.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the one

comment received.

Comment Resolution

The commenter supports the

proposal, but recommends that the final

rule not become effective until after May

1, 1996. The commenter explains that

this is necessary to ensure parts delivery

and subsequent scheduling of the

modification within the compliance

time. The issuance of this AD is well

after May 1, 1996, and the subsequent

effective date of the final rule gives this

commenter ample time to accomplish

the modification.

No comments were received regarding

the FAA’s determination of the cost

impact on the public.

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 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 260 airplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

5 workhours per airplane to accomplish

the required action, and that the average

labor rate is approximately $60 an hour.

Parts cost approximately $50 per

airplane. Based on these figures, the

total cost impact of the AD on U.S.

operators is estimated to be $91,000.

This figure is based on the assumption

that no owner/operator of the affected

airplanes has accomplished the required

modification.

Jetstream has informed the FAA that

parts have been distributed to owners/

operators to equip approximately 22 of

the affected airplanes. Assuming that

each set of parts is installed on an

affected airplane, the cost impact of this

AD upon U.S. owners/operators of the

affected airplanes is reduced $7,700

from $91,000 to $83,300.

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