AD 2022-09-13

This AD is effective May 31, 2022.

For service information identified in this final rule, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, FL 32960; phone: (772) 299-2141; website: https://www.piper.com. You may view this service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, MO 64106. For information on the availability of this material at the FAA, call (817) 222-5110.

Fred Caplan, Aviation Safety Engineer, Atlanta ACO Branch, FAA, 1701 Columbia Avenue, College Park, GA 30337; phone: (404) 474-5507; email: frederick.n.caplan@faa.gov.

The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to certain serial-numbered Piper Model PA-34-200 airplanes. The NPRM published in the Federal Register on February 3, 2022 (87 FR 6089; corrected February 16, 2022, 87 FR 8752). The NPRM was prompted by a notification from Piper that prior revisions of the airworthiness limitations section (ALS) for certain Piper Model PA-34-200 airplanes did not contain a life limit for bolt part number (P/N) 693-215 (standard P/N NAS6207-50D). Bolt P/N 693-215 (NAS6207-50D) is an alternate part for P/N 400-274 (standard P/N AN7-35). These bolts attach the drag link to the nose gear trunnion on Piper Model PA-34-200 airplanes. Piper did not include an ALS revision for theP/N 693-215 (standard P/N NAS6207-50D) bolt to establish the same life limit as the P/N 400-274 (AN7-35). If boltP/N 693-215 (standard P/N NAS6207- 50D) that attaches the drag link to the nose gear trunnion remains in service beyond its fatigue life, failure of the nose landing gear could occur, which could result in loss of airplane control during take-off, landing, or taxi operations.

In the NPRM, the FAA proposed to require establishing a 500-hour life limit for bolt P/N 693-215 and P/N NAS6207-50D. The FAA is issuing this AD to address the unsafe condition on these products.

The FAA received comments from two individual commenters. The following presents the comments received on the NPRM and the FAA's response.

One individual supported the NPRM without change.

Another individual requested the FAA revise the proposed AD by requiring different assembly procedures and hardware as terminating action. The commenter stated that failure of the bolt results from the bolts not being tightened properly or loosening up in service. The commenter noted that this can be corrected with improved maintenance instructions to achieve the proper torque and hardware (thinner washers, a longer bushing, or a slightly longer bolt, for example) to provide sufficient lateral clearance on the bushing to avoid binding.

The FAA disagrees with the commenter's suggestion. This AD is not addressing potential failure of the bolt through maintenance practices but instead addresses the life limit for the subject bolt, which is part of the aircraft's type design. The life limit was inadvertently omitted from the ALS, and this AD simply corrects that omission. To the extent the commenter requested a terminating action, this request is unnecessary as this AD only requires a one-time change to the aircraft maintenance records.

The FAA did not change this AD based on this comment.

The FAA reviewed the relevant data, considered the comments received, and determined that air safety requires adopting the AD as proposed. Accordingly, the FAA is issuing this AD to address the unsafe condition on these products. This AD is adopted as proposed in the NPRM.

The FAA reviewed Piper Seneca Service Manual, Airworthiness Limitations, 753-817, page 1-1, dated November 30, 2019. This service information specifies the life limits of the P/N 693-215 (standard P/N NAS6207-50D) bolt that attaches the drag link to the nose gear trunnion.

The FAA has previously mandated airworthiness limitations by issuing ADs that require revising the ALS of the existing maintenance manual or instructions for continued airworthiness to incorporate new or revised inspections and life limits. This AD, however, requires incorporating new or revised inspections and life limits into the maintenance records required by 14 CFR 91.417(a)(2) or 135.439(a)(2) for your airplane. The FAA does not intend this as a substantive change. Requiring incorporation of the new ALS requirements into the maintenance records, rather than requiring individual repetitive inspections and replacements, allows operators to record AD compliance once after updating the maintenance records, rather than recording compliance after every inspection and part replacement.

The FAA estimates that this AD affects 187 airplanes of U.S. registry.

The FAA estimates the following costs to comply with this AD:

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.

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) Will not affect intrastate aviation in Alaska, 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.

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: