[Federal Register Volume 59, Number 77 (Thursday, April 21, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-8325]


[[Page Unknown]]

[Federal Register: April 21, 1994]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 93-NM-115-AD; Amendment 39-8875; AD 94-08-04]

 

Airworthiness Directives; McDonnell Douglas Model DC-9 and Model 
DC-9-80 Series Airplanes, Model MD-88 Airplanes, and C-9 (Military) 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain McDonnell Douglas Model DC-9 and Model DC-
9-80 series airplanes, and C-9 (military) airplanes, that currently 
requires inspections to detect cracking in the skin and doublers around 
the upper anticollision light cutout, and repair, if necessary. This 
amendment expands the applicability to include additional Model DC-9-80 
series airplanes and Model MD-88 airplanes, and requires the 
performance of stress coining procedures on the plate nut clearance 
holes or installation of shims and an external doubler. This amendment 
is prompted by a report that stress coining procedures were not 
performed on the plate nut clearance holes of the upper anticollision 
light doublers during production of certain airplanes. The actions 
specified by this AD are intended to prevent crack growth in the 
doublers, which could result in damage to the adjacent structure, and 
subsequent loss of cabin structural integrity.

DATES: Effective May 23, 1994.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of May 23, 1994.

ADDRESSES: The service information referenced in this AD may be 
obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, 
California 90801-1771, Attention: Business Unit Manager, Technical 
Administrative Support, Department L51, M.C. 2-98. This information may 
be examined at the Federal Aviation Administration (FAA), Transport 
Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, 
Washington; or at the FAA, Transport Airplane Directorate, Los Angeles 
Aircraft Certification Office, 3229 East Spring Street, Long Beach, 
California; or at the Office of the Federal Register, 800 North Capitol 
Street NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: David Hempe, Aerospace Engineer, 
Airframe Branch, ANM-122L, FAA, Transport Airplane Directorate, Los 
Angeles Aircraft Certification Office, 3229 East Spring Street, Long 
Beach, California 90806-2425; telephone (310) 988-5224; fax (310) 988-
5210.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations by superseding all or portions of two existing 
AD's was published in the Federal Register on October 7, 1993 (58 FR 
52240).
    That action proposed to supersede AD 85-19-03 R2, Amendment 39-5844 
(53 FR 3738, February 9, 1988), which is applicable to Model DC-9 and 
Model DC-9-80 series airplanes, and C-9 (military) airplanes, having 
fuselage numbers 1 through 1371. That AD requires repetitive 
inspections, at intervals of 3,500 landings, to detect cracking in the 
skin and doublers around the upper anticollision light cutout, and 
repair, if necessary. That AD also provides for the performance of 
stress coining procedures on the plate nut clearance holes in the upper 
anticollision light cutout as optional terminating action for the 
repetitive inspection requirement. The notice proposed to supersede 
this AD to expand its applicability to include affected airplanes 
through fuselage number 2042, and to increase the repetitive inspection 
interval to 4,500 landings.
    The notice also proposed to supersede portions of AD 90-18-03, 
Amendment 39-6701 (55 FR 34704, August 24, 1990), which is applicable 
to Model DC-9 and DC-9-80 series airplanes, Model MD-88 airplanes, and 
C-9 (military) airplanes. Among other things, that AD currently 
requires repetitive inspections and eventual modification of the plate 
nut clearance holes in the upper doublers. The notice proposed to 
expand the applicability of those requirements to include additional 
affected airplanes.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.
    Several commenters support the proposed rule.
    One commenter notes that, in the Discussion section of the 
proposal, the description of the applicability of AD 90-18-03 was 
confusing. The commenter suggests that a more succinct way of stating 
applicability for the existing AD would be to state that the 
requirements of AD 90-18-03 are applicable to ``all Model DC-9-10, -20, 
-30, -40, and -50 series airplanes and C-9 airplanes, and to Model DC-
9-80 series airplanes and MD-88 airplanes, fuselage numbers 1 through 
1371.'' The proposal stated that AD 90-18-03 is applicable to ``all 
Model DC-9-10, -20, -30, -40, and -50 series airplanes and C-9 
airplanes, but only to certain Model DC-9-80 series airplanes and MD-88 
airplanes, namely, those having fuselage numbers 1248 through 1371.'' 
The FAA finds that either way of describing applicability for the 
requirements of AD 90-18-03 adequately summarizes the applicability of 
the existing AD.
    This same commenter indicates that there was an error in the 
description of the service bulletin in the Discussion section of the 
proposal. The commenter notes that the description of the service 
bulletin, which is referenced in the proposal as the appropriate source 
of service information, omitted Model DC-9-80 series airplanes. The FAA 
concurs that an error was made in the Discussion section of the 
proposal. However, the entire remainder of the AD, including the 
applicability of the rule, as well as paragraphs (b) and (c) of the 
rule, clearly states that the rule is applicable to Model DC-9-80 
series airplanes. Therefore, no change to the final rule is necessary.
    This commenter further requests that the number of airplanes 
presented in the cost estimate in the preamble to the notice be 
verified. The commenter notes that, since the applicability of the 
proposal is for airplanes having fuselage numbers 1 through 2042, the 
estimated number of airplanes affected by the proposal could not 
possibly be 1,500 airplanes, as stated in the proposal. The FAA concurs 
that the number of affected airplanes was inaccurately estimated. The 
economic impact information, below, has been revised to reflect this 
increase in the number of affected airplanes.
    Further, this commenter notes that the fuselage number referenced 
in the Discussion section of the proposal contained a typographical 
error. The FAA concurs. The FAA acknowledges this typographical error 
and corrects it by stating that the stress coining procedure on the 
plate nut clearance holes in the upper anticollision light doublers has 
not been accomplished during production of Model DC-9-80 series 
airplanes and Model MD-88 airplanes having fuselage numbers 1372 
through 2042. The fuselage numbers were repeatedly referenced correctly 
in numerous other parts of the AD, including paragraph (c). Therefore, 
the FAA finds that revision to the final rule is unnecessary.
    This same commenter requests that paragraphs (a), (b), and (c) of 
the proposal be revised to correctly reference the McDonnell Douglas 
DC-9 Service Sketch. The FAA concurs that references to the sketch 
number contained a typographical error. Therefore, paragraphs (a), (b), 
and (c) of the final rule have been revised to correctly reference the 
sketch as McDonnell Douglas DC-9 Service Sketch 3626E.
    Two commenters request that the proposal be revised to include a 
second alternative that would terminate the requirement for the 
repetitive inspections, as specified in the referenced service 
bulletin, McDonnell Douglas DC-9 Service Bulletin 53-186, Revision 6, 
dated May 13, 1993. The commenters state that the service bulletin 
provides two terminating actions: one, to stress coin the holes in the 
doubler (as stated in the proposal), or two, to install shims and an 
external doubler on the anticollision light cutout. The FAA concurs. 
The FAA has reviewed the procedures described in the service bulletin 
to install shims and an external doubler and has determined that this 
installation would preclude cracking in the skin and doublers around 
the upper anticollision light cutout on the fuselage. Therefore, 
paragraphs (a), (b), and (c) of the final rule have been revised to 
include the option of installing shims and an external doubler on the 
anticollision light cutout, which would terminate the requirement for 
the repetitive inspections required by these paragraphs.
    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the changes previously 
described. The FAA has determined that these changes will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.
    There are approximately 2,042 McDonnell Douglas Model DC-9 and 
Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 
(military) airplanes of the affected design in the worldwide fleet. Of 
this number, approximately 1,022 are of U.S. registry. The FAA 
estimates that 440 airplanes of U.S. registry are currently affected by 
AD 85-19-03 R2 and AD 90-18-03, while approximately 582 additional 
U.S.-registered airplanes will be affected by the requirements of this 
AD.
    The costs associated with the inspection requirements will take 
approximately 10 work hours per airplane per inspection, at an average 
labor rate of $55 per airplane per inspection cycle. Based on these 
figures, the total cost impact of these inspection requirements on U.S. 
operators is estimated to be $550 per airplane per inspection cycle. 
For operators currently affected by AD 85-19-03 R2 and AD 90-18-03, 
there will be no new costs associated with these inspection 
requirements. For some of these operators, the economic burden will 
actually be lessened since the interval for repetitive inspection will 
be increased from the previous 3,500 landings to 4,500 landings in this 
AD. For the 582 newly affected airplanes of U.S. registry, the total 
cost impact of the inspection requirements will be $320,100 per 
inspection cycle.
    The costs associated with the stress coining procedure that is 
required by this AD entail approximately 4.6 work hours per airplane, 
at an average labor rate of $55 per work hour. The costs of required 
parts is expected to be negligible. Based on these figures, the total 
cost impact of the stress coining procedure requirements on U.S. 
operators is estimated to be $258,566, or $253 per airplane. Of this 
total amount, $147,246 represents the additional costs applicable to 
the 582 newly affected airplanes of U.S. registry.
    The total cost impact figures discussed above are based on 
assumptions that no operator has yet accomplished any of the 
requirements of this AD action, and that no operator would accomplish 
those actions in the future if this AD were not adopted.
    Additionally, the number of required work hours discussed above is 
presented as if the accomplishment of the actions in this AD were to be 
conducted as ``stand alone'' actions. However, in actual practice, 
these actions for the most part will be accomplished coincidentally or 
in combination with normally scheduled airplane inspections and other 
maintenance program tasks. Therefore, the actual number of necessary 
additional work hours will be minimal in many instances, as will the 
costs associated with special airplane scheduling.
    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 final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the location provided under the caption 
ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends 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 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C. 
106(g); and 14 CFR 11.89.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing amendment 39-5844 (53 FR 
3738, February 9, 1988), and by adding a new airworthiness directive 
(AD), amendment 39-8875, to read as follows:

94-08-04 McDonnell Douglas: Amendment 39-8875. Docket 93-NM-115-AD. 
Supersedes AD 85-19-03 R2, Amendment 39-5844.

    Applicability: All Model DC-9-10, -20, -30, -40, and -50 series 
airplanes and C-9 (military) airplanes; and Model DC-9-81 (MD-81), 
DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) series 
airplanes and Model MD-88 airplanes, having fuselage numbers 909 
through 2042, inclusive; certificated in any category.
    Compliance: Required as indicated, unless accomplished 
previously.

    Note 1: Inspections, repairs, or modifications (stress coining 
or installation of shims and an external doubler) accomplished prior 
to the effective date of this amendment in accordance with McDonnell 
Douglas DC-9 Service Bulletin 53-186, original issue through 
Revision 6; or McDonnell Douglas DC-9 Service Bulletin 53-216, 
original issue through Revision 3; are considered acceptable for 
compliance with the applicable action specified in this amendment.

    To prevent crack growth in the doubler, which could result in 
damage to the adjacent structure, accomplish the following:
    (a) For all Model DC-9-10, -20, -30, -40, and -50 series 
airplanes, and C-9 (military) airplanes: Prior to the accumulation 
of 30,000 total landings or within 4,500 landings after the 
effective date of this AD, whichever occurs later, perform an eddy 
current inspection to detect cracking in the skin and doublers 
around the upper anticollision light cutout on the fuselage, in 
accordance with McDonnell Douglas DC-9 Service Bulletin 53-186, 
Revision 6, dated May 13, 1993.
    (1) If no cracking is detected, accomplish the requirements of 
paragraphs (a)(1)(i) and (a)(1)(ii) of this AD.
    (i) Repeat that inspection thereafter at intervals not to exceed 
4,500 landings until either one of the procedures required by 
paragraph (a)(1)(ii) of this AD is accomplished; and
    (ii) Prior to the accumulation of 100,000 total landings or 
within 4 years after September 24, 1990 (the effective date of AD 
90-18-03, Amendment 39-6701), whichever occurs later, either stress 
coin the plate nut clearance holes, or install shims and an external 
doubler; in accordance with Condition I, Phase 2, of the 
accomplishment instructions of McDonnell Douglas DC-9 Service 
Bulletin 53-186, Revision 6, dated May 13, 1993. Accomplishment of 
either the stress coining procedure, or installing shims and an 
external doubler, constitutes terminating action for the repetitive 
inspection requirement of paragraph (a) of this AD.
    (2) If any cracking is detected as a result of any inspection 
required by this paragraph, prior to further flight, accomplish the 
requirements of paragraph (a)(2)(i) or (a)(2)(ii) of this AD, as 
applicable.
    (i) For cracks specified as Condition II and Condition III in 
McDonnell Douglas DC-9 Service Bulletin 53-186, Revision 6, dated 
May 13, 1993: Repair in accordance with McDonnell Douglas DC-9 
Service Bulletin 53-186, Revision 6, dated May 13, 1993; McDonnell 
Douglas SB 09530186; or McDonnell Douglas DC-9 Service Sketch 3626E. 
Accomplishment of any one of these repair procedures constitutes 
terminating action for the requirements of this AD.
    (ii) For cracks specified as Condition IV in McDonnell Douglas 
DC-9 Service Bulletin 53-186, Revision 6, dated May 13, 1993: Repair 
in accordance with a method approved by the Manager, Los Angeles 
Aircraft Certification Office (ACO), FAA, Transport Airplane 
Directorate.
    (b) For Model DC-9-81, DC-9-82, and DC-9-83 series airplanes 
having fuselage numbers 909 through 1247 inclusive: Prior to the 
accumulation of 30,000 total landings or within 4,500 landings after 
the effective date of this AD, whichever occurs later, perform an 
eddy current inspection to detect cracking in the skin and doublers 
around the upper anticollision light cutout on the fuselage, in 
accordance with McDonnell Douglas DC-9 Service Bulletin 53-186, 
Revision 6, dated May 13, 1993.

    Note 2: Although fuselage numbers 909 through 1247 include Model 
DC-9-30 and -50 series airplanes, those airplanes are addressed in 
paragraph (a) of this AD, and as such, operators of those airplanes 
must accomplish the requirements of paragraph (a) of this AD.

    (1) If no cracking is detected, accomplish the requirements of 
paragraphs (b)(1)(i) and (b)(1)(ii) of this AD.
    (i) Repeat that inspection thereafter at intervals not to exceed 
4,500 landings until either one of the procedures required by 
paragraph (b)(1)(ii) of this AD is accomplished; and
    (ii) Prior to the accumulation of 75,000 total landings or 
within 4 years after September 24, 1990 (the effective date of AD 
90-18-03, Amendment 39-6701), whichever occurs later, either stress 
coin the plate nut clearance holes, or install shims and an external 
doubler, in accordance with Condition I, Phase 2, of the 
accomplishment instructions of McDonnell Douglas DC-9 Service 
Bulletin 53-186, Revision 6, dated May 13, 1993. Accomplishment of 
either the stress coining procedure, or installing shims and an 
external doubler, constitutes terminating action for the repetitive 
inspection requirements of paragraph (b) of this AD.
    (2) If any cracking is detected as a result of any inspection 
required by this paragraph, prior to further flight, accomplish the 
requirements of paragraph (b)(2)(i) or (b)(2)(ii) of this AD, as 
applicable.
    (i) For cracks specified as Condition II and Condition III in 
McDonnell Douglas DC-9 Service Bulletin 53-186, Revision 6, dated 
May 13, 1993: Repair in accordance with McDonnell Douglas DC-9 
Service Bulletin 53-186, Revision 6, dated May 13, 1993; McDonnell 
Douglas SB 09530186; or McDonnell Douglas DC-9 Service Sketch 3626E. 
Accomplishment of any one of these repair procedures constitutes 
terminating action for the requirements of this AD.
    (ii) For cracks specified as Condition IV in McDonnell Douglas 
DC-9 Service Bulletin 53-186, Revision 6, dated May 13, 1993: Repair 
in accordance with a method approved by the Manager, Los Angeles 
ACO, FAA, Transport Airplane Directorate.
    (c) For Model DC-9-81, DC-9-82, DC-9-83, and DC-9-87 series 
airplanes, and Model MD-88 airplanes, having fuselage numbers 1248 
through 2042 inclusive: Prior to the accumulation of 30,000 total 
landings or within 4,500 landings after the effective date of this 
AD, whichever occurs later, perform an eddy current inspection to 
detect cracking in the skin and doublers around the upper 
anticollision light cutout on the fuselage, in accordance with 
McDonnell Douglas MD-80 Service Bulletin 53-216, Revision 3, dated 
April 23, 1993.
    (1) If no cracking is detected, accomplish the requirements of 
paragraphs (c)(1)(i) and (c)(1)(ii) of this AD.
    (i) Repeat that inspection thereafter at intervals not to exceed 
4,500 landings until either one of the procedures required by 
paragraph (c)(1)(ii) of this AD is accomplished; and
    (ii) Prior to the accumulation of 75,000 total landings or 
within 4 years after September 24, 1990 (the effective date of AD 
90-18-03, Amendment 39-6701), whichever occurs later, either stress 
coin the plate nut clearance holes in accordance with Condition I, 
Phase 2, of McDonnell Douglas MD-80 Service Bulletin 53-216, 
Revision 3, dated April 23, 1993; or install shims and an external 
doubler, in accordance with the accomplishment instructions of that 
service bulletin. Accomplishment of either the stress coining 
procedure, or installing shims and an external doubler, constitutes 
terminating action for the repetitive inspection requirement of 
paragraph (c) of this AD.
    (2) If any cracking is detected as a result of any inspection 
required by this paragraph, prior to further flight, accomplish the 
requirements of paragraph (c)(2)(i) or (c)(2)(ii) of this AD, as 
applicable.
    (i) For cracks specified as Condition II and Condition III in 
McDonnell Douglas DC-9 Service Bulletin 53-216, Revision 3, dated 
April 23, 1993: Repair in accordance with McDonnell Douglas DC-9 
Service Bulletin 53-216, Revision 3, dated April 23, 1993; McDonnell 
Douglas SB 09530186; or McDonnell Douglas DC-9 Service Sketch 3626E. 
Accomplishment of any one of these repair procedures constitutes 
terminating action for the requirements of this AD.
    (ii) For cracks specified as Condition IV in McDonnell Douglas 
DC-9 Service Bulletin 53-216, Revision 3, dated April 23, 1993: 
Repair in accordance with a method approved by the Manager, Los 
Angeles ACO, FAA, Transport Airplane Directorate.
    (d) This AD supersedes that portion of AD 90-18-03, Amendment 
39-6701, which requires inspection and modification in accordance 
with the following McDonnell Douglas service bulletins:

DC-9 Service Bulletin 53-186
MD-80 Service Bulletin 53-216

    (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, FAA, Transport 
Airplane Directorate. 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 
Federal Aviation Regulations (FAR) 21.197 and 21.199 to operate the 
airplane to a location where the requirements of this AD can be 
accomplished.
    (g) The actions shall be done in accordance with McDonnell 
Douglas DC-9 Service Bulletin 53-186, Revision 6, dated May 13, 1993 
(for Model DC-9 series airplanes), or McDonnell Douglas MD-80 
Service Bulletin 53-216, Revision 3, dated April 23, 1993 (for Model 
DC-9-80 series airplanes), as applicable. This incorporation by 
reference was approved by the Director of the Federal Register in 
accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be 
obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long 
Beach, California 90801-1771, Attention: Business Unit Manager, 
Technical Administrative Support, Department L51, M.C. 2-98. Copies 
may be inspected at the FAA, Transport Airplane Directorate, 1601 
Lind Avenue, SW., Renton, Washington; or at the FAA, Transport 
Airplane Directorate, Los Angeles Aircraft Certification Office, 
3229 East Spring Street, Long Beach, California; or at the Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.
    (h) This amendment becomes effective on May 23, 1994.

    Issued in Renton, Washington, on April 1, 1994.
S. R. Miller,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 94-8325 Filed 4-20-94; 8:45 am]
BILLING CODE 4910-13-U