[Federal Register Volume 60, Number 193 (Thursday, October 5, 1995)]
[Rules and Regulations]
[Pages 52072-52077]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-24713]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 93-CE-61-AD; Amendment 39-9386; AD 95-20-07]
Airworthiness Directives; The New Piper Aircraft, Inc. (Formerly
Piper Aircraft Corporation) PA24, PA28R, PA30, PA32R, PA34, and PA39
Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD) that
applies to certain The New Piper Aircraft, Inc. (Piper) PA24, PA28R,
PA30, PA32R, PA34, and PA39 series airplanes. This action requires
repetitively inspecting the main gear side brace studs for cracks and
replacing any cracked main gear side brace stud. Several reports of
main gear side brace stud cracks on the affected airplanes, including
seven incidents where the main landing gear (MLG) collapsed, prompted
this action. The actions specified by this AD are intended to prevent a
MLG collapse caused by main gear side brace stud cracks, which, if not
detected and corrected, could result in loss of control of the airplane
during landing operations.
EFFECTIVE DATE: November 17, 1995.
ADDRESSES: Information that applies to this AD may be examined at the
Federal Aviation Administration (FAA), Central Region, Office of the
Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City,
Missouri 64106.
FOR FURTHER INFORMATION CONTACT: Christina Marsh, Aerospace Engineer,
FAA, Atlanta Aircraft Certification Office, Campus Building, 1701
Columbia Avenue, suite 2-160, College Park, Georgia 30337-2748;
telephone (404) 305-7362; facsimile (404) 305-7348.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an AD that would apply
to certain Piper PA24, PA28R, PA30, PA32R, PA32RT, PA34, PA39, and PA44
series airplanes was published in the Federal Register on February 22,
1995 (60 FR 9799). The action proposed to require repetitively
inspecting (using dye penetrant or magnetic particle methods) the main
gear side brace studs for cracks, and replacing any cracked main gear
side brace stud.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the seven comments received from four different commenters.
Piper proposes that the AD require inspecting the Models PA32R-300,
PA34-200, and PA34-200T airplanes equipped with the \9/16\-inch stud
and that the AD exempt the PA28R series airplanes from the repetitive
inspections. Piper states that, based on its data regarding the service
history of the affected airplanes, all failures and main gear side
brace stud cracks occurred on airplanes equipped with the \9/16\-inch
stud. The proposal would require inspecting both the \5/8\-inch
diameter stud and the \9/16\-inch stud. The FAA partially concurs. The
PA28R series airplanes may have either the \9/16\-inch stud or the \5/
8\-inch stud installed. All PA28RT series airplanes have \5/8\-inch
diameter studs installed at manufacture. Although no incidents
regarding failures or cracks on main gear side brace studs involving
Piper PA28R series airplanes have been received, the FAA has determined
that PA28R series airplanes equipped with the \9/16\-inch stud are of
the same type design as the PA32R and PA34 series airplanes equipped
with the \9/16\-inch stud. Therefore, the AD will continue to affect
the PA28R series airplanes with \9/16\-inch studs installed. The FAA
does concur that repetitive inspections of affected airplanes with a
\5/8\-inch main side gear stud brace assembly installed are not
justified. The AD is changed to require repetitive inspections of the
\9/16\-inch main gear side brace studs on Piper PA28R, PA32R, and PA34
series airplanes with an option for terminating the inspections by
installing a \5/8\-inch main gear side brace stud bracket assembly.
This AD does not apply to the PA32RT and PA44 series airplanes.
One commenter recommends that the FAA supply additional information
in the AD to verify the part number (P/N) of the main gear side brace
stud on the PA28, PA32R, and PA34 series airplanes. The FAA concurs
that additional information would be helpful in identifying the main
gear side brace stud P/N. A note has been added to the AD specifying
that there is no way of determining the main gear side brace P/N
without removing the stud from the bracket assembly and measuring the
shank diameter of the stud. If the shank diameter is \9/16\-inch, then
the main gear side brace stud is either P/N 95299-00 or P/N 95299-02.
Another commenter questions the availability of replacement \9/16\-
inch main gear side brace studs for all the affected airplanes. The FAA
contacted the manufacturer to verify that sufficient replacement parts
are available. Replacement main gear side brace studs for cracked studs
are available and shall be installed as follows:
--For the Models PA28R-180, PA28R-200, PA28R-201, PA28R-201T, PA32R-
300, PA34-200, and PA34-200T airplanes, the \9/16\-inch diameter studs,
P/N 95299-00 and P/N 95299-02, are no longer available as replacement
parts. A new bracket assembly (P/N 95643-06, P/N 95643-07, P/N 95643-
08, or P/N 95643-09, as applicable) must be obtained from the
manufacturer and incorporated if a cracked \9/16\-inch main gear side
brace stud is found on these airplanes. This assembly includes the \5/
8\-inch main gear side brace stud, and the incorporation of the entire
bracket assembly eliminates the need for the repetitive inspections.
--For the Models PA24 and PA24-250 airplanes, main gear side brace stud
P/N 20829-00 shall be installed.
--For the Models PA24-260, PA24-400, PA30, and PA39 airplanes, main
gear side brace stud P/N 22512-00 shall be installed.
One commenter requests that the FAA include a figure that
identifies the area requiring non-destructive inspection. The FAA has
added Figure 1 to the AD to comply with this commenter's request.
A commenter recommends that the FAA provide more detail regarding
the appropriate inspection method required by the AD. This commenter's
concern stems from the allowance to perform either dye penetrant or
magnetic particle inspections of the main gear side brace studs. The
term ``dye penetrant'' by definition includes the full range of
penetrant options from low sensitivity visible or color contrast
penetrants to the various higher sensitivity fluorescent penetrants.
The FAA concurs that the inspection method should be more detailed in
the AD. The AD is revised to require the inspection of the main gear
side brace stud using a Type I (fluorescent) penetrant method or using
magnetic particle inspection methods. The FAA does not concur that the
inspection should only be accomplished using magnetic particle methods,
but maintains that the sensitivity of either method will detect main
gear side brace stud cracks.
A commenter requests that the FAA clarify the term ``FAA-approved
dye penetrant or magnetic particle inspection procedures.'' Information
has been added to the AD that specifies that the FAA intends for the
inspections to be accomplished at a facility that is
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approved by the FAA to perform either dye penetrant or magnetic
particle inspections.
One commenter agrees with the proposal, but feels that the FAA
should express the compliance time in landings instead of hours time-
in-service (TIS). The FAA does not concur. Airplane owners/operators
are not required to log the number of landings for this type design
airplane. A correlation between the number of landings and the number
of flight hours for an airplane fleet is a portion of the information
(when available) used by the FAA in establishing appropriate compliance
times. The FAA has re-evaluated this information and considers hours
TIS as the best method of establishing a compliance time for this AD.
The AD is unchanged as a result of this comment.
No comments were received regarding the FAA's estimate of the cost
impact upon U.S. operators of the affected airplanes. The FAA did,
however, miscalculate the number of airplanes that would be affected by
the proposal. Upon further examination, the FAA has determined that
13,200 airplanes will be affected by this AD. No airplane models or
serial numbers have been added to the Applicability section of the AD;
therefore, this economic information change will not add any additional
burden upon U.S. owners/operators of the affected airplanes over that
which was already proposed.
In addition to the comments received, the FAA re-evaluated the
proposed compliance time and decided that the initial inspection
compliance time should be adjusted to account for those operators who
already accomplished the inspection. The initial inspection compliance
time has been rewritten to give credit to those operators already
accomplishing the inspection at least once.
In addition, the FAA has included an inspection to detect an
unapproved alteration of the main gear side brace bracket assembly. The
FAA received documentation of several mechanics taking the \9/16\-inch
stud bracket assembly and modifying it to accommodate the \5/8\-inch
stud. The unapproved alteration is easy to detect because of the number
of installed bushings. The \9/16\-inch main gear side brace stud
bracket assembly contains two bushings and the \5/8\-inch main gear
side brace stud bracket assembly contains one bushing. The FAA has
included a note in the AD to specify that the ``PA34-200T Illustrated
Parts Catalog (Revision dated May 1983, Piper P/N 761 589), Figure 45,
Item 52, illustrates this one and two-bushing installation.''
After careful review of all available information related to the
subject presented above, the FAA has determined that air safety and the
public interest require the adoption of the rule as proposed except for
the compliance change, the economic information correction, the
addition of the inspection for unapproved main gear side brace stud
bracket assemblies, minor editorial corrections, and the changes
referenced above pertaining to the comments received as a result of the
notice of proposed rulemaking. The FAA has determined that the
addition, changes, and minor corrections will not change the meaning of
the AD and will not add any additional burden upon the public than was
already proposed.
The FAA estimates that 13,200 airplanes in the U.S. registry will
be affected by this AD, that it will take approximately 5 workhours per
airplane to initially inspect both the right and left main landing gear
side brace studs, and that the average labor rate is approximately $60
an hour. Based on these figures, the total cost impact of the AD on
U.S. operators is estimated to be $3,960,000. This figure represents
the cost of the initial inspection, and does not reflect costs for
repetitive inspections or possible replacements. The FAA has no way of
determining how many main gear side brace studs may need replacement or
how many repetitive inspections each owner/operator may incur.
The regulations adopted herein will not have substantial direct
effects on the States, on the relationship between the national
government and the States, or on the distribution of power and
responsibilities among the various levels of government. Therefore, in
accordance with Executive Order 12612, it is determined that this final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is
not a ``significant regulatory action'' under Executive Order 12866;
(2) is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a
significant economic impact, positive or negative, on a substantial
number of small entities under the criteria of the Regulatory
Flexibility Act. A copy of the final evaluation prepared for this
action is contained in the Rules Docket. A copy of it may be obtained
by contacting the Rules Docket at the location provided under the
caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 USC 106(g), 40101, 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive
(AD) to read as follows:
95-20-07 The New Piper Aircraft, Inc. (formerly Piper Aircraft
Corporation): Amendment 39-9386; Docket No. 93-CE-61-AD.
Applicability: The following airplane models and serial numbers,
certificated in any category:
1. All serial numbers of Models PA24, PA24-250, PA24-260, PA24-
400, PA30, and PA39 airplanes;
2. The following model and serial number airplanes that are not
equipped with a part number (P/N) 95643-06, 95643-07, 95643-08, or
95643-09 bracket assembly, which includes a part number 78717-02
main landing gear side brace stud:
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Model Serial numbers
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PA28R-180........................ 28R-30002 through 28R-31135, and 28R-
7130001 through 28R-7130013.
PA28R-200........................ 28R-35001 through 28R-35820, and 28R-
7135001 through 28R-7635539.
PA28R-201........................ 28R-7737002 through 28R-7737096.
PA28R-201T....................... 28R-7703001 through 28R-7703239.
PA32R-300........................ 32R-7680001 through 32R-7780444.
PA34-200......................... All serial numbers.
PA34-200T........................ 34-7570001 through 34-7770372.
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Note 1: This AD applies to each airplane identified in the
preceding applicability revision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (e) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or
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repair on the unsafe condition addressed by this AD; and, if the unsafe
condition has not been eliminated, the request should include
specific proposed actions to address it.
Compliance: Required initially as follows, and thereafter as
specified in the body of this AD:
1. For the affected Models PA28R-180, PA28R-200, PA28R-201,
PA28R-201T, PA32R-300, PA34-200, and PA34-200T airplanes: Within the
next 100 hours time-in-service (TIS) after the effective date of
this AD or, if the main gear side brace stud has already been
inspected as specified in this AD, within 500 hours TIS after the
last inspection, whichever occurs later.
2. For the affected Models PA24, PA24-250, PA24-260, PA24-400,
PA30, and PA39 airplanes: Within the next 100 hours time-in-service
(TIS) after the effective date of this AD or, if the main gear side
brace stud has already been inspected as specified in this AD,
within 1,000 hours TIS after the last inspection, whichever occurs
later.
To prevent main landing gear (MLG) collapse caused by main gear
side brace stud cracks, which, if not detected and corrected, could
result in loss of control of the airplane during landing operations,
accomplish the following:
Note 2: The paragraph structure of this AD is as follows:
Level 1: (a), (b), (c), etc.
Level 2: (1), (2), (3), etc.
Level 3: (i), (ii), (iii), etc.
Level 2 and Level 3 structures are designations of the Level 1
paragraph they immediately follow.
(a) Remove both the left and right main gear side brace studs
from the airplane in accordance with the instructions contained in
the Landing Gear section of the maintenance manual, and inspect each
main gear side brace stud for cracks, using Type I (fluorescent)
liquid penetrant or magnetic particle inspection methods.
Inspections must be accomplished by a facility approved by the FAA
to accomplish the applicable inspection method. Figure 1 of this AD
depicts the area where the sidebrace stud is to be inspected.
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Note 3: All affected Models PA24 and PA24-250 airplanes were
equipped at manufacture with P/N 20829-00 main gear side brace
studs. All affected Models PA24-260, PA24-400, PA30, and PA39
airplanes were equipped at manufacture with P/N 22512-00 main gear
side brace studs. A P/N 95299-00 or P/N 95299-02 stud installed in
an applicable Model PA28R-180, PA28R-200, PA28R-201, PA28R-201T,
PA32R-300, PA34-200, or PA34-200T airplane may be identified by
removing the stud and measuring the shank diameter of the stud. If
the shank measures \5/8\-inch in diameter, a P/N 78717-02 main gear
side brace stud is installed. The FAA is aware of no methods of
determining the main gear side brace stud P/N while the stud is
installed.
(1) For any main gear side brace stud found cracked, prior to
further flight, replace the cracked stud with an FAA-approved
serviceable part (part numbers referenced in the table in paragraph
(c) of this AD) in accordance with the instructions contained in the
Landing Gear section of the applicable maintenance manual, and
accomplish one of the following, as applicable:
(i) Reinspect and replace (as necessary) as specified in
paragraph (c) of this AD; or
(ii) For the affected Models PA28R-180, PA28R-200, PA28R-201,
PA28R-201T, PA32R-300, PA34-200, and PA34-200T airplanes, the P/N
95299-00 or 95299-02 main gear side brace studs are no longer
manufactured. A new main gear side brace stud bracket assembly, P/N
95643-06, P/N 95643-07, P/N 95643-08, or P/N 95643-09, as
applicable, must be installed if cracks are found as specified in
paragraph (a)(1) of this AD. No repetitive inspections will be
required by this AD for these affected airplane models when this
bracket assembly is installed.
(2) For the affected Models PA28R-180, PA28R-200, PA28R-201,
PA28R-201T, PA32R-300, PA34-200, and PA34-200T airplanes, inspect
the main gear side brace assembly to ensure that the appropriate
number of bushings are installed:
(i) For the \9/16\-inch main gear side brace stud, P/N 95299-00
or P/N 95299-02, two bushings must be installed in the bracket
assembly.
(ii) For the \5/8\-inch main gear side brace stud, P/N 78717-02,
one bushing must be installed in the bracket assembly.
(iii) Prior to further flight, replace any bracket assembly
where the inappropriate number of bushings are installed.
Note 4: The PA34-200T Illustrated Parts Catalog (Revision dated
May 1983, Piper P/N 761 589), Figure 45, Item 52, illustrates this
one and two-bushing installation.
(3) For any main gear side brace stud not found cracked, prior
to further flight, reinstall the uncracked stud in accordance with
the instructions contained in the Landing Gear section of the
applicable maintenance manual, and reinspect and replace (as
necessary) as specified in paragraph (c) of this AD.
(b) Owners/operators of the affected Models PA28R-180, PA28R-
200, PA28R-201, PA28R-201T, PA32R-300, PA34-200, and PA34-200T
airplanes may have a new main gear side brace bracket assembly, P/N
95643-06, P/N 95643-07, P/N 95643-08, or P/N 95643-09, as
applicable, installed at any time to terminate the inspection
requirement of this AD.
(c) Reinspect both the left and right main gear side brace
studs, using Type I (fluorescent) liquid penetrant or magnetic
particle inspection methods. Inspections must be accomplished by a
facility approved by the FAA to accomplish the applicable inspection
method. Replace any cracked stud or reinstall any uncracked stud as
specified in paragraphs (a)(1) and (a)(3) of this AD, respectively:
------------------------------------------------------------------------
TIS inspection Model airplanes installed
Part No. installed interval on
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20829-00.................. 1,000 hours..... PA24 and PA24-250.
22512-00.................. 1,000 hours..... PA24-260, PA24-400, PA30,
and PA39.
95299-00 or 95299-02...... 500 hours....... PA28R-180, PA28R-200,
PA28R-201, PA28R-201T,
PA32R-300, PA34-200, and
PA34-200T.
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Note 5: Accomplishing the actions of this AD does not affect the
requirements of AD 77-13-21, Amendment 39-3093. The tolerance
inspection requirements of that AD still apply for Piper PA24, PA30,
and PA39 series airplanes.
(d) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
(e) An alternative method of compliance or adjustment of the
initial or repetitive compliance times that provides an equivalent
level of safety may be approved by the Manager, Atlanta Aircraft
Certification Office (ACO), Campus Building, 1701 Columbia Avenue,
Suite 2-160, College Park, Georgia 30337-2748. The request shall be
forwarded through an appropriate FAA Maintenance Inspector, who may
add comments and then send it to the Manager, Atlanta ACO.
Note 6: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Atlanta ACO.
(f) Information related to this AD may be inspected at the FAA,
Central Region, Office of the Assistant Chief Counsel, Room 1558,
601 E. 12th Street, Kansas City, Missouri.
(g) This amendment (39-9386) becomes effective on November 17,
1995.
Issued in Kansas City, Missouri, on September 28, 1995.
John R. Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-24713 Filed 10-4-95; 8:45 am]
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