Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Proposed Rules 18299

(4) No reduction in grade will be

recognized for any pears that fail the

grade standard due to uninsurable

causes of loss.

(d) This endorsement may be

canceled by either you or us for any

succeeding crop year by giving written

notice on or before the cancellation date

preceding the crop year for which the

cancellation of this endorsement is to be

effective.

Signed in Washington, D.C., on April 18,

1996.

Kenneth D. Ackerman,

Manager, Federal Crop Insurance

Corporation.

[FR Doc. 96–10145 Filed 4–24–96; 8:45 am]

BILLING CODE 3410–FA–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 96–CE–09–AD]

RIN 2120–AA64

Airworthiness Directives; The New

Piper Aircraft, Inc. PA24, PA28R, PA30,

PA32R, PA34, and PA39 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes to

supersede AD 95–20–07, which

currently requires repetitively

inspecting the main gear side brace

studs for cracks on certain The New

Piper Aircraft, Inc. (Piper) PA24,

PA28R, PA30, PA32R, PA34, and PA39

series airplanes, and replacing any

cracked main gear side brace stud. The

proposed action would retain the

repetitive inspection and possible

replacement requirements of AD 95–20–

07, would remove airplanes with a

certain main gear side brace assembly

configuration from the ‘‘Applicability’’

section of the current AD, and would

incorporate additional modification and

replacement options. Additional

information on the design and service

history of the affected airplanes

concerning this subject received by the

Federal Aviation Administration (FAA)

after issuance of AD 95–20–07

prompted the proposed action. The

actions specified by the proposed AD

are intended to prevent a main landing

gear 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.

DATES: Comments must be received on

or before June 25, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Central Region,

Office of the Assistant Chief Counsel,

Attention: Rules Docket No. 96–CE–09–

AD, Room 1558, 601 E. 12th Street,

Kansas City, Missouri 64106. Comments

may be inspected at this location

between 8 a.m. and 4 p.m., Monday

through Friday, holidays excepted.

Information that applies to the

proposed AD may be examined at the

Rules Docket at the address above.

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:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications

should identify the Rules Docket

number and be submitted in triplicate to

the address specified above. All

communications received on or before

the closing date for comments, specified

above, will be considered before taking

action on the proposed rule. The

proposals contained in this notice may

be changed in light of the comments

received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. 96–CE–09–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Central Region, Office of the

Assistant Chief Counsel, Attention:

Rules Docket No. 96–CE–09–AD, Room

1558, 601 E. 12th Street, Kansas City,

Missouri 64106.

Discussion

AD 95–20–07, Amendment 39–9386

(60 FR 52073, October 5, 1995),

currently requires repetitively

inspecting (using liquid penetrant or

magnetic particle methods) the main

gear side brace studs for cracks on

certain Piper PA24, PA28R, PA30,

PA32R, PA34, and PA39 series

airplanes, and replacing any cracked

main gear side brace stud. A minor

correction on this action that specified

who could accomplish the inspection

was published in the Federal Register

on November 15, 1995 (60 FR 57333).

The FAA has re-examined all

available information related to AD 95–

20–07, including additional information

received from The New Piper Aircraft,

Inc., and owners/operators of the

affected airplanes. From this

examination, the FAA has determined

the following:

—That a third main gear side brace

assembly containing the 5⁄8-inch stud,

part number (P/N) 78717–02, with a

two-piece bushing, P/N 67026–09,

was installed (at manufacture) on

Piper Model PA34–200T, serial

numbers 34–7670325 through 34–

7770372. AD 95–20–07 should not

apply to these airplanes with this

main gear side brace assembly

configuration; and

—That Piper PA28R, PA32R, and PA34

series airplane owners/operators

should have the option of

incorporating a modification that

would eliminate the repetitive

inspection requirement of AD 95–20–

07. This modification consists of

reaming the existing two-piece

bushings, P/N 67026–6, to an inside

diameter of .624–inch to .625–inch,

rechamfering the bushings, and

installing the 5⁄8-inch stud, P/N

78717–02. The owner/operator would

have the choice of incorporating this

modification, installing a P/N 95643–

06/–07/–08/–09 main gear side brace

bracket assembly, or continuing to

reinspect the main gear side brace

assembly.

Based upon the information described

above, the FAA has determined that AD

action should be taken to prevent a

main landing gear 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.

Since an unsafe condition has been

identified that is likely to exist or
18300 Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Proposed Rules

develop in other Piper PA24, PA28R,

PA30, PA32R, PA34, and PA39 series

airplanes of the same type design, the

proposed AD would supersede AD 95–

20–07 with a new AD that would (1)

retain the requirement of repetitively

inspecting the main gear side brace

assembly, and replacing any cracked

main gear side brace stud. This includes

the inspection-terminating replacement

contained in AD 95–20–07; (2) remove

from the ‘‘Applicability’’ section of the

current AD the Piper Model PA34–200T

airplanes that incorporate a main gear

side brace assembly containing the 5⁄8-

inch stud, part number (P/N) 78717–02,

with a two-piece bushing, P/N 67026–

09; and (3) incorporate, as an option, an

inspection-terminating modification for

Piper PA28R, PA32R, and PA34

airplanes. This modification consists of

reaming the existing two-piece

bushings, P/N 67026–6, to an inside

diameter of .624–inch to .625–inch,

rechamfering the bushings, and

installing the 5⁄8-inch stud, P/N 78717–

02.

The FAA estimates that 13,200

airplanes in the U.S. registry would be

affected by the proposed AD, that it

would take approximately 5 workhours

per airplane to accomplish the proposed

action, and that the average labor rate is

approximately $60 an hour. Based on

these figures, the total cost impact of the

proposed inspection on U.S. operators is

estimated to be $3,960,000. This figure

represents the total cost of the proposed

initial inspection, and does not reflect

costs for any of the proposed 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 over the life of the

airplane.

In addition, the proposed AD would

require the same inspections required

by AD 95–20–07. The only difference

between the proposed AD and AD 95–

20–07 is the addition of an inspectionterminating modification option and the

elimination from the ‘‘Applicability’’

section certain airplanes that

incorporate a certain main side brace

stud assembly. The proposed AD would

not provide any additional cost impacts

over that already required by AD 95–20–

07.

The regulations proposed herein

would 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

proposal would 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) if

promulgated, 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 draft

regulatory evaluation prepared for this

action has been placed 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.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 14

CFR part 39 of the Federal Aviation

Regulations as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing Airworthiness Directive (AD)

95–20–07, Amendment 39–9386, and by

adding a new AD to read as follows:

The New Piper Aircraft, Inc.: Docket No. 96–

CE–09–AD; Supersedes AD 95–20–07,

Amendment 39–9386.

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) 78717–02 main landing gear

side brace stud in both right and left main

landing gear sidebrace bracket assemblies:

Model Serial No.

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.

Model Serial No.

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: P/N 78717–02 side brace stud was

installed at manufacture on Piper Model

PA34–200T airplanes, serial numbers 34–

7670325 through 34–7770372.

Note 2: This AD applies to each airplane

identified in the preceding applicability

provision, 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

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-inservice (TIS) after the effective date of this

AD or, if the main gear side brace stud has

already been inspected or replaced as

specified in this AD, within 500 hours TIS

after the last inspection or replacement,

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-inservice (TIS) after the effective date of this

AD or, if the main gear side brace stud has

already been inspected or replaced as

specified in this AD, within 1,000 hours TIS

after the last inspection or replacement,

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 3: 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. Figure 1 of this
Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Proposed Rules 18301

AD depicts the area of the sidebrace stud

shank where the sidebrace stud is to be

inspected.

Note 4: 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. The

Appendix included with this AD contains

information on determining the P/N of the

bracket assembly on the affected PA28R,

PA32R, and PA34 series airplanes.

BILLING CODE 4910–13–U
18302 Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Proposed Rules

BILLING CODE 4910–13–C
Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Proposed Rules 18303

(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 (b) of this AD or FAAapproved equivalent) 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 (b) 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. Install 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. No repetitive inspections

will be required by this AD for these affected

airplane models when this bracket assembly

is installed; or

(iii) For the affected Models PA28R–180,

PA28R–200, PA28R–201, PA28R–201T,

PA32R–300, PA34–200, and PA34–200T

airplanes, ream the existing two-piece

bushings, P/N 67026–6, to an inside diameter

of .624-inch to .625-inch, rechamfer the

bushings, and install the 5⁄8-inch stud, P/N

78717–02. No repetitive inspections will be

required by this AD when this action is

accomplished. If the bushings cannot be

reamed while installed in the bracket (i.e.,

the brackets are loose), then install a 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. No repetitive

inspections will be required by this AD when

this bracket assembly is installed.

(2) 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 (b) of this AD.

(b) Reinspect both the left and right main

gear side brace studs, using Type I

(fluorescent) liquid penetrant or magnetic

particle inspection methods. Replace any

cracked stud or reinstall any uncracked stud

as specified in paragraphs (a)(1) and (a)(2) of

this AD, respectively:

Part No. installed

TIS inspection

interval

(hours)

Model airplanes installed on

20829–00 .... 1,000 PA24 and PA24–250.

22512–00 .... 1,000 PA24–260, PA24–400, PA30, and PA39.

95299–00 or

95299–02.

500 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.

(c) Owners/operators of the affected

Models PA28R–180, PA28R–200, PA28R–

201, PA28R–201T, PA32R–300, PA34–200,

and PA34–200T airplanes may accomplish

one of the following at any time to terminate

the repetitive inspection requirement of this

AD:

(1) Install a 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,

which contains the 5⁄8-inch diameter main

gear side brace stud, P/N 78717–02, and the

one-piece bushing, P/N 67026–12; or

(2) Ream the existing two-piece bushings,

P/N 67026–6, to an inside diameter of .624-

inch to .625-inch, rechamfer the bushings,

and install the 5⁄8-inch stud, P/N 78717–02.

If the bushings cannot be reamed while

installed in the bracket (i.e., the brackets are

loose), then install a 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.

(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) Alternative methods of compliance

approved in accordance with AD 95–20–07,

Amendment 39–9386, are considered

approved as alternative methods of

compliance with this AD.

(g) 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.

(h) This amendment supersedes AD 95–

20–07, Amendment 39–9386.

Appendix to Docket No. 96–CE–09–AD—

Information To Determine Main Gear Side

Brace Stud Assembly Part Number (P/N)

—The P/N 95643–00/–01/–02/–03 bracket

assembly contains the 9/16-inch diameter

main gear side brace stud, P/N 95299–00/

–02, and a two-piece bushing, P/N 67026–

6.

—The P/N 95643–06/–07/–08/–09 bracket

assembly contains the 5/8-inch diameter

main gear side brace stud, P/N 78717–02,

and a one-piece bushing, P/N 67026–12.

—Both the one-piece and the two-piece

bushing have a visible portion of the

bushing flange, i.e., bushing shoulder.

—Whether a one-piece or two-piece bushing

is installed may be determined by

measuring the outside diameter of the

bushing flange with a micrometer (jaws of

the caliper must be 3/32-inch or less). The

two-piece bushing will have an outside

diameter of 1.00 inch and the one-piece

bushing will have an outside diameter of

1.128 to 1.130 inches.

—The one-piece bushing contains a visible

chamfer in the center of the bushing, and

the chamfer in the two-piece bushing is not

visible when the stud is installed.

—If P/N 95643–00/–01/–02/–03 bracket

assembly is installed or the above

information cannot be utilized, the main

gear side brace stud will need to be

removed from the bracket to determine the

shank diameter and main gear side brace

stud P/N.

—P/N 95299–00 and P/N 95299–02 main

gear side brace studs are 9/16-inch in

diameter.

—P/N 95643–00/–01/–02/–03 bracket

assembly may have been modified to

accommodate the 5/8-inch diameter main

gear side brace stud, P/N 78717–02.

Issued in Kansas City, Missouri, on April

19, 1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–10167 Filed 4–24–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–115–AD]

Airworthiness Directives; McDonnell

Douglas Model DC–8 Series Airplanes

Equipped With Swivel-Type Bogie

Beams on the Main Landing Gears

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Supplemental notice of

proposed rulemaking; reopening of

comment period.

SUMMARY: This document revises an

earlier proposed airworthiness directive

(AD), applicable to certain McDonnell

Douglas Model DC–8 series airplanes,

that would have required an inspection

to detect cracking of the swivel bogie

beam lugs, and repair, if necessary. For

airplanes on which no cracking is