AD 2015-13-09

This AD is effective July 13, 2015.

The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of July 13, 2015.

We must receive comments on this AD by August 21, 2015.

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: 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 AD, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; telephone: (877) 879-0275; email: customer.service@piper.com; Internet: www.piper.com. You may review this referenced service information at the FAA, Small Airplane Directorate, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329-4148. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2015-2434.

Gregory “Keith” Noles, Aerospace Engineer, FAA, Atlanta Aircraft Certification Office (ACO), 1701 Columbia Avenue, College Park, Georgia 30337; phone: (404) 474-5551; fax: (404) 474-5606; email: gregory.noles@faa.gov.

We received a report that a Piper Aircraft, Inc. (Piper) Model PA-46-500TP airplane experienced a pitch control system problem that resulted in a limited ability to control the elevator. The pilot was able to land the aircraft safely with a combination of primary pitch control and pitch trim. Initial speculation was that this was an installation error.

Follow-on investigation revealed that a Garmin avionics box installed behind the instrument panel had fallen down on the elevator control sector adjacent to the column and jammed the primary pitch control. The box is the cabin altitude encoder and is installed upside down above the elevator control sector. This configuration was introduced in December 2014 as part of a type design change to Piper Model PA-46-500TP airplanes. A similar configuration was also introduced on the PA-46-350P through a type design change. The box is installed with one fastener with no locking features. The one fastener uses a knurled nut that is also installed upside down. Vibration and low installation torque could easily cause the nut to come loose. The reported airplane had only 12 hours time in service.

This condition, if not corrected, could result in loss of control. We are issuing this AD to correct the unsafe condition on these products.

We reviewed Piper Aircraft, Inc. Mandatory Service Bulletin No. 1283, dated June 12, 2015. The service bulletin describes procedures for installing cable ties around the avionics box and the supporting structure; repetitively inspecting the cable ties and the knurled nut to ensure security and proper condition; and applying thread-locking compound to the knurled nut to ensure proper security. 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 of this AD.

We are issuing 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.

This AD requires accomplishing the actions specified in the service information described previously.

Piper Aircraft, Inc. Mandatory Service Bulletin No. 1283, dated June 12, 2015, includes more airplane serial numbers than we have included in this AD. The cabin altitude encoders on the airplanes for the additional serial numbers affected in the service bulletin use a similar installation, but are located and oriented differently so that they do not create the unsafe condition. Piper is working on a permanent modification to incorporate on all airplanes affected by the service bulletin.

We consider this AD interim action. The design approval holder is currently developing a modification to correct the unsafe condition identified in this AD. Once this modification is developed, approved, and available, we might consider additional rulemaking.

An unsafe condition exists that requires the immediate adoption of this AD. The FAA has found that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule because if the cabin altitude encoder mouting becomes loose and intereferes with the elevator control system, this could result in loss of control. Therefore, we find that notice and opportunity for prior public comment are impracticable and that good cause exists for making this amendment effective in less than 30 days.

This AD is a final rule that involves requirements affecting flight safety and was not preceded by notice and an opportunity for public comment. However, we invite you to send any written data, views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES section. Include the docket number FAA-2015-2434 and Directorate Identifier 2015-CE-023-AD at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this AD. We will consider all comments received by the closing date and may amend this 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 AD.

We estimate that this AD affects 28 airplanes of U.S. registry.

We estimate the following costs to comply with this AD:

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

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.

This AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government.

For the reasons discussed above, I certify that this AD:

(1) Is not a “significant regulatory action” under Executive Order 12866,

(2) Is not a “significant rule” under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979),

(3) Will not affect intrastate aviation in Alaska, and

(4) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.

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

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

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