Document ID: FAA-2017-1059-0053
Agency: faa
Document Type: Proposed Rule
Title: Airworthiness Directives: Piper Aircraft, Inc. Airplanes
Posted Date: 2020-08-04T04:00Z

[Federal Register Volume 85, Number 150 (Tuesday, August 4, 2020)]
[Proposed Rules]
[Pages 47118-47122]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-16225]

 ========================================================================
 Proposed Rules
                                                 Federal Register
 ________________________________________________________________________
 
 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
 ========================================================================
 

  Federal Register / Vol. 85, No. 150 / Tuesday, August 4, 2020 / 
Proposed Rules  

[[Page 47118]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2017-1059; Product Identifier 2017-CE-035-AD]
RIN 2120-AA64

Airworthiness Directives; Piper Aircraft, Inc. Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening 
of comment period.

-----------------------------------------------------------------------

SUMMARY: The FAA is revising an earlier proposal for certain Piper 
Aircraft, Inc. (Piper) Models PA-28-140, PA-28-150, PA-28-160, PA-28-
180, PA-28-235, PA-32-260, and PA-32-300 airplanes. This action revises 
the notice of proposed rulemaking (NPRM) by including a revision to the 
manufacturer's service information, including an additional inspection 
method, and removing the requirement to install the access panel. The 
FAA is proposing this airworthiness directive (AD) to address the 
unsafe condition on these products. Since the actions in the revised 
service information would impose an additional burden over those in the 
NPRM, the FAA is reopening the comment period to allow the public the 
chance to comment on these changes.

DATES: The comment period for the NPRM published in the Federal 
Register on November 7, 2017 (82 FR 51583), is reopened.
    The FAA must receive comments on this SNPRM by September 18, 2020.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    For service information identified in this SNPRM, contact Piper 
Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; telephone: 
(772) 567-4361; internet: www.piper.com. You may view this service 
information at the FAA, Airworthiness Products Section, Operational 
Safety Branch, 901 Locust, Kansas City, Missouri 64106. For information 
on the availability of this material at the FAA, call (816) 329-4148.

Examining the AD Docket

    You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2017-
1059; or in person at Docket Operations between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays. The AD docket contains 
this SNPRM, the regulatory evaluation, any comments received, and other 
information. The street address for Docket Operations is listed above. 
Comments will be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Dan McCully, Aerospace Engineer, FAA, 
Atlanta ACO Branch, 1701 Columbia Avenue, College Park, Georgia 30337; 
telephone: (404) 474-5548; fax: (404) 474-5606; email: 
william.mccully@faa.gov.

SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2017-1059; 
Product Identifier 2017-CE-035-AD'' at the beginning of your comments. 
The FAA will consider all comments received by the closing date and may 
amend this proposed AD because of those comments.
    Except for Confidential Business Information as described in the 
following paragraph, and other information as described in 14 CFR 
11.35, the FAA will post all comments we receive, without change, to 
https://regulations.gov, including any personal information you 
provide. The FAA will also post a report summarizing each substantive 
verbal contact it receives about this proposed AD.

Confidential Business Information

    Confidential Business Information (CBI) is commercial or financial 
information that is both customarily and actually treated as private by 
its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), 
CBI is exempt from public disclosure. If your comments responsive to 
this NPRM contain commercial or financial information that is 
customarily treated as private, that you actually treat as private, and 
that is relevant or responsive to this NPRM, it is important that you 
clearly designate the submitted comments as CBI. Please mark each page 
of your submission containing CBI as ``PROPIN.'' The FAA will treat 
such marked submissions as confidential under the FOIA, and they will 
not be placed in the public docket of this NPRM. Submissions containing 
CBI should be sent to Dan McCully, Aerospace Engineer, FAA, Atlanta ACO 
Branch, 1701 Columbia Avenue, College Park, Georgia 30337; telephone: 
(404) 474-5548; fax: (404) 474-5606; email: william.mccully@faa.gov. 
Any commentary that the FAA receives which is not specifically 
designated as CBI will be placed in the public docket for this 
rulemaking.

Discussion

    The FAA issued an NPRM to amend 14 CFR part 39 by adding an AD that 
would apply to certain serial-numbered Piper Models PA-28-140, PA-28-
150, PA-28-160, PA-28-180, PA-28-235, PA-32-260, and PA-32-300 
airplanes. The NPRM was published in the Federal Register on November 
7, 2017 (82 FR 51583). The NPRM was prompted by reports of significant 
corrosion found in an area of the main wing spar not easily accessible 
for inspection. The NPRM proposed to require installing inspection 
access panels in the lower wing skin near the left and the right main 
wing spars (if not already there), inspecting for corrosion,

[[Page 47119]]

and taking all necessary corrective actions if corrosion is found.

Actions Since the NPRM Was Issued

    Since the FAA issued the NPRM, Piper revised its service 
information to add a minimum thickness dimension for the top inboard 
wing skin and to include procedures for reapplying corrosion preventive 
compound if removed during the inspection. The FAA is incorporating 
these revised procedures into the proposed AD. Also, at the request of 
some commenters, the FAA has replaced the proposed requirement to 
install access panels for the visual inspection with optional access 
methods: The use of existing access panels, installation of access 
panels, accessing the area during a concurrent inspection, or using a 
borescope through existing holes or openings.

Comments

    The FAA gave the public the opportunity to comment on the NPRM. The 
following presents the comments received on the NPRM and the FAA's 
response to each comment.

Requests Regarding the FAA's Justification of the Unsafe Condition

    The Airline Owners and Pilots Association (AOPA) and five 
individual commenters requested that the FAA provide more information 
about the events surrounding the two damaged airplanes that prompted 
this proposed AD. Specifically, the commenters asked about the history, 
climate, storage, location, and operating conditions of the two damaged 
airplanes. AOPA further requested that the FAA publish its Small 
Airplane Risk Assessment (SARA) of the unsafe condition.
    Four commenters requested that the NPRM be withdrawn as not 
warranted or not justified as an unsafe condition.
    The FAA agrees to provide additional information about the events 
that prompted the NPRM. One of the subject airplanes is a Model PA-28-
140 registered in Chile, on which severe corrosion of the left-hand 
main spar assembly was discovered during maintenance to add a wing 
inspection panel. Corrosion damage of a similar extent was found in the 
same location on a Model PA-28-161 registered in Scotland. The Model 
PA-28-161 airplane had inspection access panels installed, but the 
airplane had not been properly inspected. As FAA regulations do not 
require owners to maintain records of an airplane's operating history, 
the information requested by the commenters about the climate, storage, 
and operating conditions of these airplanes is unknown.
    The corrosion observed on the subject wing spars penetrated through 
more than 25 percent of the cross sectional area, to the extent that 
failure was imminent, and therefore qualified as a Primary Structure 
Hazard Level 5 under the FAA's SARA process. A subsequent Corrective 
Action Review Board determined that the similarity, extent, and 
location of the corrosion in the subject airplanes poses a safety 
concern requiring corrective action for airplanes with wings of a 
similar design. The airplanes listed in the applicability of the 
proposed AD have wings with the same cross sectional member, shape, and 
material, and thus are subject to this same unsafe condition. The FAA 
limited applicability to models of an older design that did not include 
wing inspection access panels because of the likelihood that corrosion 
has been overlooked. The FAA has not changed this proposed AD based on 
these comments.

Request To Allow Borescope Inspection Instead of Installation of Access 
Panels

    Over thirty commenters requested the proposed AD allow a borescope 
inspection method instead of installing access panels in the wing skin.
    The commenters stated that the borescope inspection method is a 
more cost-effective and less invasive option than the purchase and 
installation of the Piper access panel kit. The borescope inspection 
method also mitigates damage risk to the airplane structure associated 
with cutting the wing skin to install the Piper kit. Several commenters 
requested the proposed AD require installing smaller inspection holes 
to facilitate a borescope inspection. Other commenters stated, in some 
cases, existing access points such as inspection panels, removeable 
fairings, and lightening holes provided adequate access to conduct a 
borescope inspection.
    The FAA agrees with allowing a borescope inspection method instead 
of requiring the installation of access panels in the wing skin. This 
SNPRM removes the proposed requirement to install the access panels. 
Due to the many variations and types of inspection openings possible on 
different model airplanes, it is not feasible for the FAA to specify 
access options for each particular airplane. As a result, the FAA has 
not changed the proposed AD to require smaller inspection holes. 
Instead, the SNPRM proposes four options for gaining access to the 
inspection area, including using a borescope through existing access 
points.

Request To Access Inspection Area During Wing Tank Removal

    Six commenters requested the proposed AD allow access to the 
inspection area by removing the wing tank.
    The FAA agrees and has changed this proposed AD to allow inspection 
during concurrent maintenance, such as when the wing tank has been 
removed, as an option for gaining access to the inspection area.

Request for a Definitive Corrosion Removal Parameter

    William Goebel and Robert Nelson requested the FAA remove the 
requirement to inspect for ``any evidence of corrosion'' and instead 
provide criteria or a quantifiable measurement of unacceptable 
corrosion. The commenters stated that the wording in the NPRM is vague 
and will unnecessarily require corrective action and subsequent 
material thickness measurements for minor surface corrosion
    The FAA disagrees. Even with minor corrosion removal, the thickness 
of the affected structure must be verified for remaining strength. The 
criteria in the service information for determining the minimum 
acceptable thickness of the wing components are based on actual 
remaining strength computations for each component of the wing 
structure. While some elements of the spar can sustain liberal material 
removal and retain adequate strength without additional reinforcement, 
other elements can sustain little or no reduction in thickness before 
strength is compromised and repair is required. The FAA has not changed 
the corrective action requirements for corrosion based on these 
comments.

Request for Clarification of the Required Inspection Area

    Andrew Durbin and Michael Dieck requested the FAA clarify the areas 
to be inspected, as the instructions in Piper Service Bulletin No. 
1304, dated August 23, 2017, are vague and contradictory and contain 
errors.
    The FAA agrees that the inspection area described in Piper Service 
Bulletin No. 1304, dated August 23, 2017, is open to misinterpretation. 
The FAA has changed the proposed AD to include specific inspection 
areas.

Request Local Fabrication of the Inspection Access Panels

    Donald Morris and Raymond Stone requested that the proposed AD 
allow

[[Page 47120]]

local fabrication of the inspection panels as an alternative to 
purchasing the specified kit from Piper. One of these commenters 
requested the AD include the materials and dimensions of the parts in 
the kit so mechanics can fabricate these parts. The commenters stated 
the inspection access panels require no special tooling or methods to 
fabricate and are within the capability of most mechanics, and local 
fabrication could save time and money for owners. Robert Nelson agreed 
it should not be necessary to purchase the parts from Piper.
    The FAA partially agrees. The FAA has changed the proposed AD to 
remove the requirement to install access panels. Instead, this SNPRM 
proposes to allow other methods of accessing the inspection area. 
Because the proposed AD no longer requires installation of the Piper 
kit, the commenters' request is no longer necessary.

Request for Exemption From Compliance

    Kenneth Vida asked whether the proposed AD would apply to their 
airplane. The commenter stated that the wings of the PA-28-180C were 
removed and no corrosion found on the wing spars or the pocket in the 
airframe. The wings were reinstalled in the summer of 2016 and the 
airplanes resumed operating in April of 2017. The FAA infers that the 
commenter is requesting credit for a prior maintenance event. Ross 
Tracey requested that airplanes that have been inspected as specified 
in Piper SB No. 1006 within the last two years be exempt from the 
proposed AD.
    The FAA disagrees. Piper SB No. 1006 specifies inspecting the spar 
structure ``behind the fuel tank,'' which is outboard of the inspection 
area in the proposed AD. Accomplishment of SB No. 1006 alone would not 
satisfy compliance with the proposed AD.
    The FAA has revised the proposed AD to allow credit for prior 
inspections performed in accordance with Piper Service Bulletin No. 
1304, dated August 23, 2017, under certain conditions. For operators 
who seek credit for other methods, under the provisions of paragraph 
(j) of this AD, the FAA will consider requests for approval of an 
alternative method of compliance (AMOC) if sufficient data is submitted 
to substantiate that the method provides an acceptable level of safety.

Request To Update the Costs of Compliance

    Five commenters, including AOPA, requested the FAA update the cost 
of complying with the proposed AD. These commenters stated that pricing 
for the Piper kit of $175 in the Cost of Compliance section is too low. 
One of these commenters requested that the cost estimate include the 
cost of applying a protective coating to the inspection panels to match 
the airplane's existing exterior coating.
    The FAA partially agrees. This SNPRM updates the cost of the access 
panel kit, which is now proposed as an optional installation and not a 
required installation. The cost analysis in AD rulemaking actions 
typically includes only the costs associated with complying with the 
AD. Accordingly, the FAA is not including the cost of applying a 
matching protective coating because that activity is not required to 
comply with any portion of the proposed AD.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed Piper Service Bulletin No. 1304A, dated August 14, 
2018. The service bulletin contains procedures for installing an 
inspection access panel in the lower wing skin near the left and the 
right main wing spars, if not already there, inspecting for corrosion, 
and, if corrosion is found, taking all necessary corrective actions. 
The service bulletin also contains procedures for applying corrosion 
prevention and for verifying that the top inboard wing skin thickness 
meets or exceeds the minimum thickness after corrosion is removed. This 
service information is reasonably available because the interested 
parties have access to it through their normal course of business or by 
the means identified in the ADDRESSES section.

FAA's Determination

    The FAA is proposing this AD because it evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other products of the same type design. 
Certain changes described above expand the scope of the NPRM. As a 
result, the FAA determined that it is necessary to reopen the comment 
period to provide additional opportunity for the public to comment on 
this SNPRM.

Proposed Requirements of This SNPRM

    This SNPRM would require inspecting the left and right main wing 
spar for corrosion, and, if corrosion is found, taking all necessary 
corrective actions.

Differences Between This SNPRM and the Service Information

    Piper SB No. 1304A, dated August 14, 2018, provides the 
manufacturer's procedures for installing access panels on the lower 
skin of the left wing and the right wing for easier access to the left 
and right main wing spar. This SNPRM does not propose a requirement to 
install the access panels but would allow the installation as an option 
to access the inspection area.

Costs of Compliance

    The FAA estimates that this SNPRM would affect 11,476 airplanes of 
U.S. registry.
    The FAA estimates the following costs to comply with this SNPRM:

                                                Inspection Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                  Cost on U.S.
             Action                  Labor cost           Parts cost         Cost per product      operators
----------------------------------------------------------------------------------------------------------------
Main wing spar inspection......  2 work-hours x     Not Applicable........  $170 per           $1,950,920 per
                                  $85 per hour =                             inspection cycle.  inspection
                                  $170 to inspect                                               cycle.
                                  both wings.
----------------------------------------------------------------------------------------------------------------

                                          Installation of Access Panels
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
             Optional action                      Labor cost                  Parts cost              product
----------------------------------------------------------------------------------------------------------------
Install inspection access panel in the    6 work-hours x $85 per      $220 for the kit that                 $730
 lower wing skin near the left and the     hour = $510 to install      contains provisions for
 right main wing spars.                    the inspection access       installing inspections
                                           panel on both wings.        access panels on both
                                                                       wings.
----------------------------------------------------------------------------------------------------------------

[[Page 47121]]

    This proposed AD does not require the installation of the access 
panels for the visual inspection; however, it allows the installation 
of the panels, as one of four options, to access the inspection area.

On-Condition Costs

    The extent of damage found during the required inspection could 
vary significantly from airplane to airplane. The FAA has no way of 
determining how much damage may be found on each airplane, the cost to 
repair damaged parts on each airplane, or the number of airplanes that 
may require repair.

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.
    The FAA is 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

    The FAA determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify this proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Will not affect intrastate aviation in Alaska to the extent 
that it justifies making a regulatory distinction, 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.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

Piper Aircraft, Inc.: Docket No. FAA-2017-1059; Product Identifier 
2017-CE-035-AD.

(a) Comments Due Date

    The FAA must receive comments by September 18, 2020.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to the following Piper Aircraft, Inc. model 
airplanes that are certificated in any category:

 Table 1 to Paragraph (c) of This AD--Affected Models and Serial Numbers
------------------------------------------------------------------------
                Model                            Serial numbers
------------------------------------------------------------------------
PA-28-140............................  28-20001 through 28-26946, and 28-
                                        7125001 through 28-7725290.
PA-28-150 and PA-28-160..............  28-1 through 28-4377, and 28-
                                        1760A.
PA-28-180............................  28-671 through 28-5859, 28-
                                        7105001 through 28-7205318, and
                                        28-7305001 through 28-7505261.
PA-28-235............................  28-10001 through 28-11378, 28-
                                        7110001 through 28-7710089, and
                                        28E-11.
PA-32-260............................  32-04, 32-1 through 32-1297, and
                                        32-7100001 through 32-7800008.
PA-32-300............................  32-15, 32-21, 32-40000 through 32-
                                        40974, and 32-7140001 through 32-
                                        7840222.
------------------------------------------------------------------------

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 5711, Wing Spar.

(e) Unsafe Condition

    This AD was prompted by reports of corrosion found in an area of 
the main wing spar not easily accessible for inspection. The FAA is 
issuing this AD to detect and correct corrosion in the wing root 
area of the left and the right main wing spars. The unsafe 
condition, if not detected and corrected, could cause the main wing 
spar to fail, which could result in loss of airplane control.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Inspect the Left and Right Main Wing Spars for Corrosion

    Within the next 100 hours time-in-service (TIS) after the 
effective date of this AD or within the next 12 months after the 
effective date of this AD, whichever occurs first, and thereafter at 
intervals not to exceed 7 years, inspect the forward and aft 
surfaces of the left and right main wing spars between wing station 
(WS) 24.24 and WS 49.25 for corrosion as follows.
    (1) Gain visual access to the inspection area by complying with 
either paragraph (g)(1)(i), (ii), (iii), or (iv) of this AD.

    Note 1 to paragraph (g)(1) of this AD: Step 1 and figure 1 in 
Part I Wing Spar Inspection of Piper Aircraft, Inc. Service Bulletin 
No. 1304A, August 14, 2018 (Piper SB No. 1304A), contain 
instructions you may use for identifying the inspection area and 
determining if wing access panels have been installed.

    (i) Remove existing wing inspection access panels and fairings.
    (ii) Install Inspection Access Hole Kit part number 765-106V, 
and then remove the wing inspection access panels and fairings.
    (iii) Access the inspection area during concurrent maintenance 
such as a wing tank removal, wing removal, or wing skin repair.
    (iv) Use a lighted borescope capable of 10X or higher power 
magnification display through existing access points (e.g., wing 
root fairing, landing gear panels, internal lightening holes, or 
other access points depending on model).
    (2) Identify the wing spar configuration for your airplane and 
clean the inspection area in accordance with step 3, table 1, and 
figure 2 (sheets 1 and 2) in Part I Wing Spar Inspection of Piper SB 
No. 1304A. Visually inspect each spar component for evidence of 
corrosion, including irregularities such as blisters, flakes, chips, 
lumps, bulging skin, and missing rivets.

[[Page 47122]]

    Note 2 to paragraph (g)(2) of this AD: Paint coatings may mask 
the initial stages of corrosion, and faying surfaces, such as 
riveted lap joints, may hide corrosion.

(h) Corrective Actions

    (1) If any evidence of corrosion is found during any inspection 
required by paragraph (g) of this AD, before further flight, remove 
the corrosion and determine whether the thickness of the component 
meets or exceeds the minimum thickness at all locations in 
accordance with table 2 and step 5 in Part I Wing Spar Inspection of 
Piper SB No. 1304A.
    (2) If corrosion preventative compound was removed as part of 
any inspection required by paragraph (g) of this AD, before further 
flight, apply corrosion preventative compound by following step 1 in 
Part III Return to Service of Piper SB No. 1304A.

(i) Credit for Actions Done Following Previous Service Information

    This paragraph provides credit for the initial inspection and 
application of corrosion preventative compound required by 
paragraphs (g) and (h)(2) of this AD if you performed the inspection 
before the effective date of this AD using Piper Aircraft, Inc. 
Service Bulletin No. 1304, dated August 23, 2017, and no evidence of 
corrosion was found.

(j) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Atlanta ACO Branch, FAA, has the authority to 
approve AMOCs for this AD, if requested using the procedures found 
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request 
to your principal inspector or local Flight Standards District 
Office, as appropriate. If sending information directly to the 
manager of the certification office, send it to the attention of the 
person identified in paragraph (k)(1) 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) For service information that contains steps that are labeled 
as Required for Compliance (RC), the provisions of paragraphs 
(j)(3)(i) and (ii) of this AD apply.
    (i) The steps labeled as RC, including substeps under an RC step 
and any figures identified in an RC step, must be done to comply 
with the AD. An AMOC is required for any deviations to RC steps, 
including substeps and identified figures.
    (ii) Steps not labeled as RC may be deviated from using accepted 
methods in accordance with the operator's maintenance or inspection 
program without obtaining approval of an AMOC, provided the RC 
steps, including substeps and identified figures, can still be done 
as specified, and the airplane can be put back in an airworthy 
condition.

(k) Related Information

    (1) For more information about this AD, contact Dan McCully, 
Aerospace Engineer, FAA, Atlanta ACO Branch, 1701 Columbia Avenue, 
College Park, Georgia 30337; telephone: (404) 474-5548; fax: (404) 
474-5606; email: william.mccully@faa.gov.
    (2) For service information identified in this AD, contact Piper 
Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; 
telephone: (772) 567-4361; internet: www.piper.com. You may review 
this referenced service information at the FAA, Airworthiness 
Products Section, Operational Safety Branch, 901 Locust, Kansas 
City, Missouri 64106. For information on the availability of this 
material at the FAA, call (816) 329-4148.

    Issued on July 20, 2020.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification 
Service.
[FR Doc. 2020-16225 Filed 8-3-20; 8:45 am]
BILLING CODE 4910-13-P