[Federal Register Volume 78, Number 11 (Wednesday, January 16, 2013)]
[Proposed Rules]
[Pages 3356-3363]
[FR Doc No: 2013-00807]

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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.

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Federal Register / Vol. 78, No. 11 / Wednesday, January 16, 2013 /
Proposed Rules

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2013-0023; Directorate Identifier 96-CE-072-AD]
RIN 2120-AA64

Airworthiness Directives; Various Aircraft Equipped With Wing
Lift Struts

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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

SUMMARY: We propose to revise an existing airworthiness directive (AD)
that applies to certain aircraft equipped with wing lift struts. The
existing AD currently requires repetitively inspecting the wing lift
struts for corrosion; repetitively inspecting the wing lift strut forks
for cracks; replacing any corroded wing lift strut; replacing any
cracked wing lift strut fork; and repetitively replacing the wing lift
strut forks at a specified time for certain airplanes. The existing AD
also currently requires incorporating a ``NO STEP'' placard on the wing
lift strut. Since we issued that AD, we have been informed that
paragraph (c) in the existing AD is being misinterpreted and causing
confusion. This proposed AD would clarify the intent of the language
currently in paragraph (c) of the existing AD and would retain all
other requirements of the existing AD. We are proposing this AD to
correct the unsafe condition on these products.

DATES: We must receive comments on this proposed AD by March 4, 2013.

ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax:<PHONE_NUMBER>.
     Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact
Piper Aircraft, Inc., Customer Services, 2926 Piper Drive, Vero Beach,
Florida 32960; telephone:<PHONE_NUMBER>; Internet: www.piper.com.
Copies of the instructions to the F. Atlee Dodge supplemental type
certificate (STC) and information about the Jensen Aircraft STCs may be
obtained from F. Atlee Dodge, Aircraft Services, LLC., 6672 Wes Way,
Anchorage, Alaska 99518-0409, Internet: www.fadodge.com. You may review
copies of the referenced service information at the FAA, Small Airplane
Directorate, 901 Locust, Kansas City, Missouri 64106. For information
on the availability of this material at the FAA, call<PHONE_NUMBER>.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (phone:<PHONE_NUMBER>) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.

FOR FURTHER INFORMATION CONTACT: Gregory ``Keith'' Noles, Aerospace
Engineer, FAA, Atlanta Aircraft Certification Office, 1701 Columbia
Avenue, College Park, Georgia 30337; phone:<PHONE_NUMBER>; fax: (404)
474-5606; email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2013-0023;
Directorate Identifier 96-CE-072-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.

Discussion

    On December 22, 1998, we issued AD 99-01-05, amendment 39-10972 (63
FR 72132, December 31, 1998), for all The New Piper Aircraft, Inc.
(currently Piper Aircraft, Inc.) airplane models equipped with wing
lift struts. That AD superseded AD 93-10-06, amendment 39-8586 (58 FR
29965, May 25, 1993), and requires repetitively inspecting the wing
lift struts for corrosion; repetitively inspecting the wing lift strut
forks for cracks; replacing any corroded and/or dented 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.
That AD also requires incorporating a ``NO STEP'' placard on the wing
lift strut and provides the option of installing certain sealed wing
lift struts that include the lift strut forks as terminating action for
repetitive inspection and replacement requirements.
    AD 93-10-06, amendment 39-8586 (58 FR 29965, May 25, 1993),
resulted from reports of corrosion damage found on the wing lift struts
and cracking found on the wing lift strut forks. AD 99-01-05, amendment
39-10972 (63 FR 72132, December 31, 1998), resulted from a need to
clarify certain requirements of AD 93-10-06, eliminated the lift strut
fork repetitive inspection requirement for the Piper PA-25 series
airplanes, incorporated airplane models inadvertently omitted from the
applicability, and required installing a placard on the lift strut.
    We issued both ADs to detect and correct corrosion and cracking on
the front and rear wing lift struts and forks, which could cause the
wing lift strut to fail. This failure could result in the wing
separating from the airplane.

Actions Since Existing AD Was Issued

    Since we issued AD 99-01-05, amendment 39-39-10972 (63 FR 72132,
December 31, 1998), we have been informed that the language in
paragraph (c) is being misinterpreted and causing confusion. Paragraph
(c) of the existing AD currently states, ``If holes are drilled in wing
lift strut assemblies installed in accordance with (a)(4) or (b)(3) of
this AD to attach cuffs, door clips, or other hardware, inspect the
wing lift struts at intervals not to exceed 24 calendar months using
the procedures specified in either paragraphs (a)(1) or (a)(2),
including all subparagraphs, of this AD.''
    Our intention was to specify 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 broken. We also
intended to specify that if the seal is 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, nor did we intend to preclude a proper
maintenance action that may temporarily unseal a sealed strut if all
appropriate issues are considered, such as static strength, fatigue,
material effects, immediate and long-term (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. There are provisions in this proposed AD for
approving such actions as an alternative method of compliance (AMOC).
    Also, some type certificates held by Piper at the time AD 99-01-05,
amendment 39-39-10972 (63 FR 72132, December 31, 1998), was issued now
belong to other owners. We have modified the applicability to reflect
these changes in ownership.

FAA's Determination

    We are proposing this AD because we 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.

Proposed AD Requirements

    This proposed AD would retain all requirements of AD 99-01-05,
amendment 39-39-10972 (63 FR 72132, December 31, 1998). This proposed
AD would also clarify our intent of required actions if the seal on a
sealed wing lift strut is ever broken.

Paragraph Designation Changes to the Existing AD

    Since AD 99-01-05, amendment 39-39-10972 (63 FR 72132, December 31,
1998), was issued, the AD format has been revised, and certain
paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this proposed AD, as listed in
the following table:

                 Table 1--Revised Paragraph Identifiers
------------------------------------------------------------------------
                                     Corresponding  requirement in this
    Requirement in AD 99-01-05                   proposed AD
------------------------------------------------------------------------
paragraph (a)                       paragraph (h)
paragraph (a)(1)                    paragraph (i)(1)
paragraph (a)(1)(i)                 paragraph (i)(1)(i)
paragraph (a)(1)(ii)                paragraph (i)(1)(ii)
paragraph (a)(2)                    paragraph (i)(2)
paragraph (a)(2)(i)                 paragraph (i)(2)(i)
paragraph (a)(2)(ii)                paragraph (i)(2)(ii)
paragraph (a)(3)                    paragraph (j)(1)
paragraph (a)(4)                    paragraph (j)(2)
paragraph (a)(5)                    paragraph (j)(3)
paragraph (b)                       paragraph (k)
paragraph (b)(1)                    paragraph (l)
paragraph (b)(1)(i)                 paragraph (l)(1)
paragraph (b)(1)(ii)(B) &           paragraph (l)(2)
 (b)(1)(iv)
paragraph (b)(1)(ii)(C) &           paragraph (l)(3)
 (b)(1)(iv)
paragraph (b)(1)(ii)(A) &           paragraph (l)(4)
 (b)(1)(iv)
paragraph (b)(1)(iii), (b)(2),      paragraph (m)(1)
 (b)(1)(iv)
paragraph (b)(3) thru (b)(3)(ii)    paragraph (m)(2)
paragraph (b)(4) thru (b)(4)(vi)    paragraph (m)(3) thru (m)(3)(vi)
paragraph (b)(5) thru (b)(5)(ii)    paragraph (m)(4)
paragraph (c)                       removed
paragraph (d)                       paragraph (n)(1)
paragraph (d)(1)                    paragraph (n)(2)
paragraph (d)(2)                    paragraph (n)(3)
------------------------------------------------------------------------

Costs of Compliance

    We estimate that this proposed AD affects 22,000 airplanes of U.S.
registry. We estimate the following costs to comply with this proposed
AD. However, the only difference in the costs presented below and the
costs associated with AD 99-01-05, amendment 39-39-10972 (63 FR 72132,
December 31, 1998), is the change in the labor rate from $65 per hour
to $85 per hour:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                Cost on U.S.
             Action                   Labor cost          Parts cost       Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspection of the wing lift      8 work-hours x $85   Not applicable....  $680 per            $14,960,000 per
 struts and wing lift strut       per hour = $680                          inspection cycle..  inspection cycle.
 forks.                           per inspection
                                  cycle.
Installation placard...........  1 work-hour x $85 =  $30...............  $115..............  $2,530,000
                                  $85.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary replacements
that would be required based on the results of the proposed inspection.
We have no way of determining the number of aircraft that might need
these replacements:

                           On-condition Costs
------------------------------------------------------------------------
                                                               Cost per
                                Labor cost per   Parts cost  product per
            Action             wing lift strut    per wing    wing lift
                                                 lift strut     strut
------------------------------------------------------------------------
Replacement of the wing lift   4 work-hours x          $440         $780
 strut and/or wing lift strut   $85 per hour =
 forks.                         $340.
------------------------------------------------------------------------

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 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 that the proposed
regulation:
    (1) Is not a ``significant regulatory action'' under Executive
Order 12866,
    (2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

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

The Proposed Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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 removing airworthiness directive (AD)
99-01-05, amendment 39-10972 (63 FR 72132, December 31, 1998), and
adding the following new AD:

Various Aircraft: Docket No. FAA-2013-0023; Directorate Identifier
96-CE-072-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by March 4,
2013.

(b) Affected ADs

    This AD revises AD 99-01-05, amendment 39-39-10972 (63 FR 72132,
December 31, 1998), which superseded AD 93-10-06, amendment 39-8586
(58 FR 29965, May 25, 1993). AD 99-26-19, amendment 39-11479 (64 FR
72524, December 28, 1999), also relates to the subject of this AD.

(c) Applicability

    This AD applies to the following aircraft that are:
    (1) equipped with wing lift struts; and
    (2) certificated in any category.

------------------------------------------------------------------------
   Type certificate holder       Aircraft model        Serial numbers
------------------------------------------------------------------------
FS 2000 Corp................  L-14................  All
FS 2001 Corp................  J5A (Army L-4F), J5A- All.
                               80, J5B (Army L-
                               4G), J5C, AE-1, and
                               HE-1.
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.          PA-25, PA-25-235,     25-1 through 25-
 (LAVIASA).                    and PA-25-260.        8156024.
Piper Aircraft, Inc.........  TG-8 (Army TG-8,      All.
                               Navy XLNP-1).
Piper Aircraft, Inc.........  E-2 and F-2.........  All.
Piper Aircraft, Inc.........  J3C-40, J3C-50, J3C-  All.
                               50S, (Army L-4, L-
                               4B,L-4H, and L-4J),
                               J3C-65 (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.
Piper Aircraft, Inc.........  J4, J4A, J4A-S, and   4-401 through 4-
                               J4E (Army L-4E).      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  18-1 through 18-
                               ``105'' (Special),    8309025, 18900
                               PA-18S ``105''        through 1809032,
                               (Special), PA-18A,    and 1809034 through
                               PA-18 ``125'' (Army   1809040.
                               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).
Piper Aircraft, Inc.........  PA-19 (Army L-18C),   19-1, 19-2, and 19-
                               and PA-19S.           3.
Piper Aircraft, Inc.........  PA-20, PA-20S, PA-20  20-1 through 20-
                               ``115'', PA-20S       1121.
                               ``115'', PA-20
                               ``135'', and PA-20S
                               ``135''.
Piper Aircraft, Inc.........  PA-22, PA-22-108, PA- 22-1 through 22-
                               22-135, PA-22S-135,   9848.
                               PA-22-150, PA-22S-
                               150, PA-22-160, and
                               PA-22S-160.
------------------------------------------------------------------------

    Note to paragraph (c) of this AD:  There are 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. Such airplanes originally were and still are covered under
this AD.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 57, Wings.

(e) Unsafe Condition

    The subject of this AD was originally prompted by reports of
corrosion damage found on the wing lift struts. The AD is being
revised because of reports that paragraph (c) in the existing AD is
being misinterpreted and causing confusion. This AD clarifies the
intent of the language currently in paragraph (c) of AD 99-01-05,
amendment 39-39-10972 (63 FR 72132, December 31, 1998), which is
being removed by this AD. Our intention was to specify that if a
sealed wing lift strut assembly is installed as a replacement part,
the repetitive inspection requirement is terminated only if the seal
remains intact. This AD retains all the actions currently required
in AD 99-01-05. There are no new requirements in this AD and it does
not add any additional burden to the owners/operators of the
affected airplanes. 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) Paragraph Designation Changes to Existing AD

    Since AD 99-01-05, amendment 39-39-10972 (63 FR 72132, December
31, 1998), was issued, the AD format has been revised, and certain
paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this AD, as listed in the
following table:

   Table 1 to Paragraph (f) of This AD--Revised Paragraph Identifiers
------------------------------------------------------------------------
                                     Corresponding  requirement in this
    Requirement in AD 99-01-05                       AD
------------------------------------------------------------------------
paragraph (a)                       paragraph (h)
paragraph (a)(1)                    paragraph (i)(1)
paragraph (a)(1)(i)                 paragraph (i)(1)(i)
paragraph (a)(1)(ii)                paragraph (i)(1)(ii)
paragraph (a)(2)                    paragraph (i)(2)
paragraph (a)(2)(i)                 paragraph (i)(2)(i)
paragraph (a)(2)(ii)                paragraph (i)(2)(ii)
paragraph (a)(3)                    paragraph (j)(1)
paragraph (a)(4)                    paragraph (j)(2)
paragraph (a)(5)                    paragraph (j)(3)
paragraph (b)                       paragraph (k)
paragraph (b)(1)                    paragraph (l)
paragraph (b)(1)(i)                 paragraph (l)(1)
paragraph (b)(1)(ii)(B) &           paragraph (l)(2)
 (b)(1)(iv)
paragraph (b)(1)(ii)(C) &           paragraph (l)(3)
 (b)(1)(iv)
paragraph (b)(1)(ii)(A) &           paragraph (l)(4)
 (b)(1)(iv)
paragraph (b)(1)(iii), (b)(2),      paragraph (m)(1)
 (b)(1)(iv)
paragraph (b)(3) thru (b)(3)(ii)    paragraph (m)(2)
paragraph (b)(4) thru (b)(4)(vi)    paragraph (m)(3) thru (m)(3)(vi)
paragraph (b)(5) thru (b)(5)(ii)    paragraph (m)(4)
Paragraph (c)                       Removed
paragraph (d)                       paragraph (n)(1)
paragraph (d)(1)                    paragraph (n)(2)
paragraph (d)(2)                    paragraph (n)(3)
------------------------------------------------------------------------

(g) Compliance

    Comply with this AD within the compliance times specified,
unless already done (compliance with AD 99-01-05, amendment 39-10972
(63 FR 72132, December 31, 1998)).

    Note 1 to paragraph (g) of this AD: This AD does not require any
actions over that already required by AD 99-01-05, amendment 39-
10972 (63 FR 72132, December 31, 1998). This AD clarifies 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 broken. Also, if the seal is
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, nor did we intend to
preclude a proper maintenance action that may temporarily unseal a
sealed strut if all appropriate issues are considered, such as
static strength, fatigue, material effects, immediate and long-term
(internal and external) corrosion protection, resealing methods,
etc.

(h) Remove Wing Lift Struts

    Within 1 calendar month after February 8, 1999 (the effective
date retained from AD 99-01-05, amendment 39-10972 (63 FR 72132,
December 31, 1998)), or within 24 calendar months after the last
inspection done in accordance with AD 93-10-06, amendment 39-8586
(58 FR 29965, May 25, 1993) (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
one of the actions in either paragraph (i)(1), (i)(2), (j)(1),
(j)(2), or (j)(3) of this AD, including all subparagraphs.

(i) Inspect Wing Lift Struts

    (1) Before further flight after the removal required in
paragraph (h) of this AD, 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 externally visible and no perceptible
dents are found on any wing lift strut during the inspection
required in paragraph (i)(1) of this AD, before further flight,
apply corrosion inhibitor to each wing lift strut. Apply the
corrosion inhibitor 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 (i)(1) or (i)(2) of this AD, including all subparagraphs.
    (ii) If external corrosion or perceptible dents are found on any
wing lift strut during the inspection required in paragraph (i)(1)
of this AD or during any repetitive inspection required in paragraph
(i)(1)(i) of this AD, before further flight, replace the affected
wing lift strut with one of the replacement options specified in
paragraph (j)(1), (j)(2), or (j)(3) of this AD. Do the replacement
following the procedures specified in those paragraphs, as
applicable.
    (2) Before further flight after the removal required in
paragraph (h) of this AD, 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 MIL-STD-410.
    (i) If no external corrosion is found on any wing lift strut
during the inspection required in paragraph (i)(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. Apply the
corrosion inhibitor 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 (i)(1) or (i)(2) of this AD, including all subparagraphs.
    (ii) If external corrosion is found on any wing lift strut
during the inspection required paragraph (i)(2) of this AD or during
any repetitive inspection required in paragraph (i)(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 (j)(1), (j)(2), or (j)(3) of this AD. Do the replacement
following the procedures specified in those paragraphs, as
applicable.

(j) Wing Lift Strut Replacement Options

    (1) Install original equipment manufacturer (OEM) part number
wing lift struts (or FAA-approved equivalent part numbers) that have
been inspected following the procedures in

either paragraph (i)(1) or (i)(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 (i)(1) or (i)(2) of this AD, including all subparagraphs.
    (2) Install new sealed wing lift strut assemblies (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 (i) and (l) of this
AD, including all sub paragraphs, 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 (i)(1) or (i)(2) of this AD, including all subparagraphs.

(k) Remove Wing Lift Strut Forks

    For all affected airplane models, except for Models 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, amendment 39-10972 (63 FR 72132, December 31,
1998)) or within 500 hours TIS after the last inspection done in
accordance with AD 93-10-06, amendment 39-8586 (58 FR 29965, May 25,
1993) (which was superseded by AD 99-01-05), whichever occurs later,
remove the wing lift strut forks (unless already replaced in
accordance with paragraph (j)(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 one of the actions in either paragraph
(l) or (m) of this AD, including all subparagraphs.

(l) Inspect and Replace Wing Lift Strut Forks

    Before further flight after the removal required in paragraph
(k) of this AD, 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 at
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/99C827DB9BAAC81B86256B4500596C4E?OpenDocument&Highlight=43.13-1b.
Repetitively thereafter inspect at intervals not to exceed 500 hours
TIS until the replacement time requirement specified in paragraph
(l)(2) or (l)(3) of this AD is reached provided no cracks are found.
    (1) If cracks are found during any inspection required in
paragraph (l) of this AD or during any repetitive inspection
required in paragraph (l)(2) or (l)(3) of this AD, before further
flight, replace the affected wing lift strut forks with one of the
replacement options specified in paragraph (m)(1), (m)(2), (m)(3),
or (m)(4) of this AD. 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 (l) 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 (m)(1), (m)(2),
(m)(3), or (m)(4) of this AD. 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 (l) of this AD, including all
subparagraphs.
    (3) If no cracks are found during the initial inspection
required in paragraph (l) 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 (m)(1), (m)(2), (m)(3), or (m)(4) of this AD. 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 (l) of this AD,
including all subparagraphs.

(m) Wing Lift Strut Fork Replacement Options

    (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. 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 the newly installed wing lift strut
forks at intervals not to exceed 500 hours TIS following the
procedures specified in paragraph (l)(1) of this AD, including all
subparagraphs.
    (2) Install new sealed wing lift strut assemblies (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
(j)(2) of this AD. Installing one of these new sealed wing lift
strut assemblies terminates the repetitive inspection requirement in
paragraphs (i) and (l) of this AD, including all sub paragraphs, for
that wing lift strut assembly. Installing one of these new sealed
wing lift strut assemblies terminates the repetitive replacement
requirement in paragraph (1) of this AD, including all sub
paragraphs, for that wing lift strut.
    (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 (i)(1) or (i)(2) of this
AD, including all subparagraphs.
    (i) For Models PA-12 and PA-12S airplanes: STC SA1583NM;
    (ii) For Model PA-14 airplanes: STC SA1584NM;
    (iii) For Models PA-16 and PA-16S airplanes: STC 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;
    (v) For Models PA-20, PA-20S, PA-20 ``115'', PA-20S ``115'', PA-
20 ``135'', and PA-20S ``135'' airplanes: STC SA1586NM; and
    (vi) For Model PA-22 airplanes: STC 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
(j)(3) of this AD. Installing these wing lift strut assemblies
terminate the repetitive inspection requirements of this AD for the
wing lift strut fork only. Repetitively inspect the wing lift struts
as specified in paragraph (i)(1) or (i)(2) of this AD, including all
subparagraphs.

(n) Install Placard

    (1) Within 1 calendar month after February 8, 1999 (the
effective date retained from AD 99-01-05, amendment 39-10972 (63 FR
72132, December 31, 1998)), or within 24 calendar months after the
last inspection required by AD 93-10-06 (58 FR 29965, May 25, 1993)
(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:
    (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 struts 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) The ``NO STEP'' markings required by paragraph (n)(1)(i) or
(n)(1)(ii) of this AD must remain in place for the life of the
airplane.

 (o) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Atlanta Aircraft Certification Office, (ACO),
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 ACO, send it to the
attention of the person identified in the Related Information
section 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, amendment 39-8586 (58 FR
29965, May 25, 1993) and AD 99-01-05, amendment 39-39-10972 (63 FR
72132, December 31, 1998) are approved as AMOCs for this AD.

(p) Related Information

    (1) For more information about this AD, contact Gregory K.
Noles, Aerospace Engineer, FAA, Atlanta ACO, 1701 Columbia Avenue,
College Park, Georgia 30337; phone:<PHONE_NUMBER>; fax: (404) 474-
5606; email<EMAIL_ADDRESS>    (2) For service information identified in this AD, contact Piper
Aircraft, Inc., Customer Services, 2926 Piper Drive, Vero Beach,
Florida 32960; telephone:<PHONE_NUMBER>; Internet: www.piper.com.
Copies of the instructions to the F. Atlee Dodge supplemental type
certificate (STC) and information about the Jensen Aircraft STCs may
be obtained from F. Atlee Dodge, Aircraft Services, LLC., 6672 Wes
Way, Anchorage, Alaska 99518-0409, Internet: www.fadodge.com. You
may review copies of the referenced service information at the FAA,
Small Airplane Directorate, 901 Locust, Kansas City, Missouri 64106.
For information on the availability of this material at the FAA,
call<PHONE_NUMBER>.

APPENDIX TO DOCKET NO. FAA-2013-0023

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.

Instrument Setup

    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 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.

Inspection Procedure

    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 Service Bulletin No. 528D or 910A, 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 Service Bulletin No. 528D or 910A.
    10. Record the lift strut inspection in the aircraft log book.
    [GRAPHIC] [TIFF OMITTED] TP16JA13.003

    Issued in Kansas City, Missouri, on January 10, 2013.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.

[FR Doc. 2013-00807 Filed 1-15-13; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 80, Number 187 (Monday, September 28, 2015)]
[Notices]
[Pages 58240-58241]
[FR Doc No: 2015-24535]

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

DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

[Docket No. ER15-2668-000]

 Land of the Sky MT, LLC; Supplemental Notice That Initial
Market-Based Rate Filing Includes Request for Blanket Section 204
Authorization

    This is a supplemental notice in the above-referenced proceeding of
Land of the Sky MT, LLC's application for market-based rate authority,
with an accompanying rate tariff, noting that such application includes
a request for blanket authorization, under 18 CFR part 34, of future
issuances of securities and assumptions of liability.
    Any person desiring to intervene or to protest should file with the
Federal Energy Regulatory Commission, 888 First Street NE., Washington,
DC 20426, in accordance with Rules 211 and 214 of the Commission's
Rules of Practice and Procedure (18 CFR 385.211 and 385.214). Anyone
filing a motion to intervene or protest must serve a copy of that
document on the Applicant.
    Notice is hereby given that the deadline for filing protests with
regard to the applicant's request for blanket authorization, under 18
CFR part 34, of future issuances of securities and assumptions of
liability, is October 13, 2015.
    The Commission encourages electronic submission of protests and
interventions in lieu of paper, using the FERC Online links at http://www.ferc.gov. To facilitate electronic service, persons with Internet
access who will eFile a document and/or be listed as a contact for an
intervenor must create and validate an eRegistration account using the
eRegistration link. Select the eFiling link to log on and submit the
intervention or protests.

    Persons unable to file electronically should submit an original and
5 copies of the intervention or protest to the Federal Energy
Regulatory Commission, 888 First Street NE., Washington, DC 20426.
    The filings in the above-referenced proceeding are accessible in
the Commission's eLibrary system by clicking on the appropriate link in
the above list. They are also available for electronic review in the
Commission's Public Reference Room in Washington, DC. There is an
eSubscription link on the Web site that enables subscribers to receive
email notification when a document is added to a subscribed docket(s).
For assistance with any FERC Online service, please email
<EMAIL_ADDRESS>or call<PHONE_NUMBER> (toll free). For
TTY, call<PHONE_NUMBER>.

    Dated: September 22, 2015.
Nathaniel J. Davis, Sr.,
Deputy Secretary.
[FR Doc. 2015-24535 Filed 9-25-15; 8:45 am]
BILLING CODE 6717-01-P