[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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[[Page 52073]]


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 

[[Page 52074]]
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:

------------------------------------------------------------------------
              Model                            Serial numbers           
------------------------------------------------------------------------
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.       
------------------------------------------------------------------------

    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            
------------------------------------------------------------------------
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.               
------------------------------------------------------------------------

    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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