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
18304 Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Proposed Rules

found, that proposed AD also would

have required an inspection to detect

corrosion of the swivel pin lug surfaces

and bores, and modification of the

forward bogie beams. That proposal was

prompted by reports indicating that

swivel pin lugs of the main landing gear

(MLG) have failed due to cracks

resulting from stress corrosion. The

actions specified by this proposed AD

are intended to prevent such stress

corrosion, which could result in failure

of the swivel-type bogie beam of the

MLG; this condition could result in

collapse of the MLG during landing.

This action revises the proposed rule by

adding certain repair requirements.

DATES: Comments must be received by

May 16, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

115–AD, 1601 Lind Avenue SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

McDonnell Douglas Corporation, 3855

Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Department C1–L51 (2–60). This

information may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue SW., Renton,

Washington; or at the FAA, Transport

Airplane Directorate, Los Angeles

Aircraft Certification Office (ACO), 3960

Paramount Boulevard, Lakewood,

California.

FOR FURTHER INFORMATION CONTACT:

Mike Lee, Aerospace Engineer, Airframe

Branch, ANM–120L, FAA, Los Angeles

Aircraft Certification Office, 3960

Paramount Boulevard, Lakewood,

California 90712; telephone (310) 627–

5325; fax (310) 627–5210.

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 shall

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

summarizing 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 Number 95–NM–115–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, Transport Airplane Directorate,

ANM–103, Attention: Rules Docket No.

95–NM–115–AD, 1601 Lind Avenue

SW., Renton, Washington 98055–4056.

Discussion

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to add an airworthiness

directive (AD), applicable to certain

McDonnell Douglas Model DC–8 series

airplanes, was published as a notice of

proposed rulemaking (NPRM) in the

Federal Register on November 1, 1995

(60 FR 55496). That NPRM would have

required a magnetic particle inspection

to detect cracking of the swivel bogie

beam lugs, and repair, if necessary. For

airplanes on which no cracking is

found, that NPRM also would have

required an inspection to detect

corrosion of the swivel pin lug surfaces

and bores, and modification of the

forward bogie beams. That NPRM was

prompted by reports indicating that

swivel pin lugs of the main landing gear

(MLG) have failed due to cracks

resulting from stress corrosion. That

condition, if not corrected, could result

in failure of the swivel-type bogie beam

of the MLG, which could result in

collapse of the MLG during landing.

Since the issuance of that NPRM, the

manufacturer has advised the FAA that

the dimensions of the reworked swivel

pin lugs of Group I airplanes may

exceed the limits specified in the

service information cited. The NPRM

addressed this condition for Group II

airplanes, and included a requirement

for the repair of Group II airplanes on

which the dimensions of the reworked

swivel pin lugs exceed the limits

specified in the proposed rule.

However, the NPRM did not contain a

similar repair requirement for Group I

airplanes. The FAA has determined that

such an ‘‘on condition’’ repair

requirement is also necessary for Group

I airplanes, and has added this

requirement to paragraphs (b)(2)(i) and

(b)(2)(ii) of this supplemental NPRM.

Since this change expands the scope

of the originally proposed rule, the FAA

has determined that it is necessary to

reopen the comment period to provide

additional opportunity for public

comment.

The FAA also has revised paragraph

(a) of this proposed rule to clarify that

the magnetic particle inspection is a

‘‘one-time’’ requirement.

There are approximately 148

McDonnell Douglas Model DC–8 series

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

97 airplanes of U.S. registry would be

affected by this proposed AD, that it

would take approximately 83 work

hours per airplane to accomplish the

proposed actions, and that the average

labor rate is $60 per work hour. Based

on these figures, the cost impact of the

proposed AD on U.S. operators is

estimated to be $483,060, or $4,980 per

airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted.

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 proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the 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 is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the
Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Proposed Rules 18305

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 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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Mcdonnell Douglas: Docket 95–NM–115–AD.

Applicability: Model DC–8 airplanes

equipped with main landing gears having

swivel type bogie beams on which the swivel

pin lugs have not been nickel plated,

certificated in any category.

Note 1: 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 as indicated, unless

accomplished previously.

To prevent failure of the swivel-type bogie

beam of the main landing gear (MLG) due to

stress corrosion, which could result in

collapse of the MLG during landing,

accomplish the following:

(a) Perform a one-time magnetic particle

inspection to detect cracking of the swivel

bogie beam lugs, in accordance with

McDonnell Douglas DC–8 Service Bulletin

32–182, dated January 20, 1995; McDonnell

Douglas Service Bulletin DC8–32–182,

Revision 01, dated July 21, 1995, or Revision

02, dated August 30, 1995; at the later of the

times specified in paragraphs (a)(1) and (a)(2)

of this AD.

(1) Prior to the accumulation of 11,600

total flight hours, or within 10 years since the

installation of the forward bogie beam of the

MLG, whichever occurs first.

(2) Prior to the accumulation of 2,000 flight

hours, or 2 years after the effective date of

this AD, whichever occurs first.

(b) If no cracking is detected during the

inspection required by paragraph (a) of this

AD, prior to further flight, perform a visual

inspection to detect corrosion in the swivel

pin lug surfaces and bores, in accordance

with McDonnell Douglas DC–8 Service

Bulletin 32–182, dated January 20, 1995; or

McDonnell Douglas Service Bulletin DC8–

32–182, Revision 01, dated July 21, 1995, or

Revision 02, dated August 30, 1995.

Note 2: Particular attention should be paid

to the lubrication of the swivel pin lug and

the lower swivel pin bushing during regular

normal maintenance.

(1) If no corrosion is detected, prior to

further flight, accomplish paragraph (b)(1)(i),

(b)(1)(ii), (b)(1)(iii), or (b)(1)(iv) of this AD, as

applicable, in accordance with the service

bulletin.

(i) For Group I airplanes on which the

forward bogie beam has not been modified

previously: Modify the forward bogie beam

in accordance with the actions specified (for

Group I airplanes) as Condition 1 of the

Accomplishment Instructions of the service

bulletin.

(ii) For Group I airplanes on which the

forward bogie beam has been modified

previously: Modify the forward bogie beam

in accordance with the actions specified (for

Group I airplanes) as Condition 2 of the

Accomplishment Instructions of the service

bulletin.

(iii) For Group II airplanes on which the

forward bogie beam has not been modified

previously: Modify the forward bogie beam

in accordance with the actions specified (for

Group II airplanes) as Condition 1 of the

Accomplishment Instructions of the service

bulletin.

(iv) For Group II airplanes on which the

forward bogie beam has been modified

previously: Modify the forward bogie beam

in accordance with the actions specified (for

Group II airplanes) as Condition 2 of the

Accomplishment Instructions of the service

bulletin.

(2) If any corrosion is detected, prior to

further flight, accomplish paragraph (b)(2)(i),

(b)(2)(ii), (b)(2)(iii), or (b)(2)(iv), as

applicable, in accordance with the service

bulletin.

(i) For Group I airplanes on which the

forward bogie beam has not been modified

previously: Modify the forward bogie beam

in accordance with the actions specified (for

Group I airplanes) as Condition 1 of the

Accomplishment Instructions of the service

bulletin. If the dimensions of the reworked

swivel pin lug exceed the limits specified in

Table I of the service bulletin, prior to further

flight, repair in accordance with a method

approved by the Manager, Los Angeles

Aircraft Certification Office (ACO), FAA,

Transport Airplane Directorate.

(ii) For Group I airplanes on which the

forward bogie beam has been modified

previously: Modify the forward bogie beam

in accordance with the actions specified (for

Group I airplanes) as Condition 2 of the

Accomplishment Instructions of the service

bulletin. If the dimensions of the reworked

swivel pin lug exceed the limits specified in

Table I of the service bulletin, prior to further

flight, repair in accordance with a method

approved by the Manager, Los Angeles ACO.

(iii) For Group II airplanes on which the

forward bogie beam has not been modified

previously: Modify the forward bogie beam

in accordance with the actions specified (for

Group II airplanes) as Condition 1 of the

Accomplishment Instructions of the service

bulletin. If the dimensions of the reworked

swivel pin lug exceed the limits specified in

Table I of the service bulletin, prior to further

flight, repair in accordance with a method

approved by the Manager, Los Angeles ACO.

(iv) For Group II airplanes on which the

forward bogie beam has been modified

previously: Modify the forward bogie beam

in accordance with the actions specified (for

Group II airplanes) as Condition 2 of the

Accomplishment Instructions of the service

bulletin. If the dimensions of the reworked

swivel pin lug exceed the limits specified in

Table I of the service bulletin, prior to further

flight, repair in accordance with a method

approved by the Manager, Los Angeles ACO.

(c) If any cracking is detected during the

inspection required by paragraph (a) of this

AD, prior to further flight, repair in

accordance with a method approved by the

Manager, Los Angeles ACO.

(d) As of the effective date of this AD, no

forward bogie beam swivel pin lug shall be

installed on any airplane, unless that swivel

pin lug has been modified in accordance

with McDonnell Douglas DC–8 Service

Bulletin 32–182, dated January 20, 1995; or

McDonnell Douglas Service Bulletin DC8–

32–182, Revision 01, dated July 21, 1995, or

Revision 02, dated August 30, 1995.

(e) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Los

Angeles ACO. Operators shall submit their

requests through an appropriate FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Los Angeles ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(f) 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.

Issued in Renton, Washington, on April 19,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–10208 Filed 4–24–96; 8:45 am]

BILLING CODE 4910–13–U