[Federal Register Volume 59, Number 235 (Thursday, December 8, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-30145]
[[Page Unknown]]
[Federal Register: December 8, 1994]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 94-NM-150-AD]
Airworthiness Directives; McDonnell Douglas Model DC-10 and Model
MD-11 Series Airplanes and KC-10A (Military) Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the supersedure of an existing
airworthiness directive (AD), applicable to all McDonnell Douglas Model
DC-10 series airplanes and KC-10A (military) airplanes and certain
Model MD-11 series airplanes, that currently requires inspections to
determine the serial numbers and to detect defects in the upper and
lower lock links on the nose landing gear (NLG), and rework or
replacement of any defective link with a serviceable link. The actions
specified by that AD are intended to prevent collapse of the NLG. This
action would require accomplishment of a certain inspection that would
constitute terminating action for the currently required inspections.
DATES: Comments must be received by February 6, 1995.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 94-NM-150-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, P.O. Box 1771, Long Beach,
California 90801-1771, Attention: Business Unit Manager, Technical
Administrative Support, Dept. L51, M.C. 2-98; telephone (310) 593-9795.
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, 3960 Paramount Boulevard, Lakewood, California.
FOR FURTHER INFORMATION CONTACT: For Model DC-10 series airplanes and
Model KC-10A (military) airplanes: Maureen Moreland, Aerospace
Engineer, Airframe Branch, ANM-121L, FAA, Transport Airplane
Directorate, Los Angeles Aircraft Certification Office, 3960 Paramount
Boulevard, Lakewood, California 90712; telephone (310) 627-5238; fax
(310) 627-5210.
For Model MD-11 series airplanes: Wahib Mina, Aerospace Engineer,
Airframe Branch, ANM-121L, FAA, Transport Airplane Directorate, Los
Angeles Aircraft Certification Office, 3960 Paramount Boulevard,
Lakewood, California 90712; telephone (310) 627-5324; 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 94-NM-150-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. 94-NM-150-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
On August 25, 1994, the FAA issued AD 94-18-07, amendment 39-9020
(59 FR 44900, August 31, 1994), applicable to all McDonnell Douglas
Model DC-10 series airplanes and KC-10A (military) airplanes and
certain Model MD-11 series airplanes, to require inspections to
determine the serial numbers and to detect defects in the upper and
lower lock links on the nose landing gear (NLG), and rework or
replacement of any defective link with a serviceable link. That AD also
provided optional terminating action for the required inspections. That
action was prompted by reports of defects found on certain lock links.
The requirements of that AD are intended to prevent collapse of the
NLG.
As discussed in the preamble to AD 94-18-07, continuing
investigation of the lock links revealed that, during manufacture,
these links may not have been inspected properly using a fluorescent
penetrant inspection (FPI) method. After manufacture of a lock link,
its material is etched and an FPI is performed to detect forging
defects. The FPI accomplished on the affected lock links was performed
without accomplishment of the etching process. Forging defects in these
lock links could result in eventual failure of the lock link and
subsequent collapse of the NLG.
AD 94-18-07 contained a provision for accomplishment of an optional
terminating action (performing an FPI), which, if accomplished, would
constitute terminating action for the currently required repetitive
inspections. In the preamble to AD 94-18-07, the FAA indicated that it
was considering further rulemaking to require accomplishment of that
optional terminating action. This action proposes such a requirement.
The FAA previously reviewed and approved McDonnell Douglas DC-10
Alert Service Bulletin A32-238 and MD-11 Alert Service Bulletin A32-47,
both dated July 15, 1994, which describe procedures for an off-aircraft
FPI inspection (Phase III inspection) to detect defects in the upper
and lower lock links on the NLG, and rework or replacement of any
defective link. This inspection includes etching of the link material
prior to accomplishing the FPI. Accomplishment of this inspection and
rework of any defective lock link found during that inspection will
ensure that all forging defects are detected and will eliminate the
need for the repetitive inspections required currently by AD 94-18-07.
Since an unsafe condition has been identified that is likely to
exist or develop on other products of this same type design, the
proposed AD would supersede AD 94-18-07 to continue to require
inspections to determine the serial numbers and to detect defects in
the upper and lower lock links on the NLG, and rework of any defective
lock link, or replacement of any defective lock link with a serviceable
lock link. This action also would require an off-aircraft FPI (Phase
III inspection) to detect defects in the upper and lower lock links on
the NLG, and rework or replacement of any defective link.
Accomplishment of the FPI would constitute terminating action for the
repetitive inspections required currently by AD 94-18-07. The actions
would be required to be accomplished in accordance with the applicable
alert service bulletin described previously.
As a result of recent communications with the Air Transport
Association (ATA) of America, the FAA has learned that, in general,
some operators may misunderstand the legal effect of AD's on airplanes
that are identified in the applicability provision of the AD, but that
have been altered or repaired in the area addressed by the AD. Under
these circumstances, at least one operator appears to have incorrectly
assumed that its airplane was not subject to an AD. On the contrary,
all airplanes identified in the applicability provision of an AD are
legally subject to the AD. If an airplane has been altered or repaired
in the affected area in such a way as to affect compliance with the AD,
the owner or operator is required to obtain FAA approval for an
alternative method of compliance with the AD, in accordance with the
paragraph of each AD that provides for such approvals. A note has been
included in this notice to clarify this requirement.
There are approximately 534 Model DC-10 and MD-11 series airplanes
and Model KC-10A (military) airplanes of the affected design in the
worldwide fleet. The FAA estimates that 310 airplanes of U.S. registry
would be affected by this proposed AD.
The inspections that were required previously by AD 94-18-07, and
retained in this AD, take approximately 4.5 work hours per airplane to
accomplish, at an average labor rate of $60 per work hour. Based on
these figures, the total cost impact of the inspection requirements of
AD 94-18-07 on U.S. operators is estimated to be $83,700, or $270 per
airplane, per inspection cycle.
The fluorescent penetrant inspection, as proposed by this AD, would
take approximately 8 work hours to accomplish, at an average labor rate
of $60 per work hour. Based on these figures, the total cost impact of
the proposed fluorescent penetrant inspection requirement of this AD on
U.S. operators is estimated to be $148,400, or $480 per airplane.
Accomplishment of the fluorescent penetrant inspection proposed by
this AD would terminate the repetitive inspection requirement that had
been imposed previously by AD 94-18-07. Therefore, accomplishment of
that fluorescent penetrant inspection would result in a reduction in
costs to affected operators of $83,700 per inspection cycle that would
no longer be required.
The number of required work hours for each proposed requirement of
this AD, as indicated above, is presented as if the accomplishment of
the actions were to be conducted as ``stand alone'' actions. However,
in actual practice, these actions for the most part would 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. Additionally, any costs associated with special
airplane scheduling will be minimal.
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 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. 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 39-9020 (59 FR
44900, August 31, 1994), and by adding a new airworthiness directive
(AD), to read as follows:
McDonnell Douglas: Docket 94-NM-150-AD. Supersedes AD 94-18-07,
Amendment 39-9020.
Applicability: All Model DC-10 series airplanes and Model KC-10A
(military) airplanes; and Model MD-11 series airplanes, as listed in
McDonnell Douglas MD-11 Alert Service Bulletin A32-47, dated July
15, 1994; 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 use the authority
provided in paragraph (h) to request approval from the FAA. This
approval may address either no action, if the current configuration
eliminates the unsafe condition; or different actions necessary to
address the unsafe condition described in this AD. Such a request
should include an assessment of the effect of the changed
configuration on the unsafe condition addressed by this AD. In no
case does the presence of any modification, alteration, or repair
remove any airplane from the applicability of this AD.
Compliance: Required as indicated, unless accomplished
previously.
Note 2: Visual inspections of the lock links, as required by
paragraph (a) of this AD, and eddy current inspections of the lock
links, as required by paragraph (b)(1) of this AD, that have been
accomplished prior to the effective date of this AD in accordance
with McDonnell Douglas DC-10 Alert Service Bulletin A32-237, dated
April 11, 1994; or McDonnell Douglas MD-11 Alert Service Bulletin
A32-44, dated March 22, 1994, or Revision 1, dated June 16, 1994; as
applicable; are considered acceptable for compliance with the
applicable action specified in this amendment.
To prevent collapse of the nose landing gear (NLG), accomplish
the following:
(a) Within 30 days after September 15, 1994 (the effective date
of AD 94-18-07, amendment 39-9020), perform a visual inspection to
determine the serial number of the upper lock links, part number
ACG7396-1, and the lower lock links, part number ACG7237-1, on the
NLG, in accordance with McDonnell Douglas DC-10 Alert Service
Bulletin A32-238, dated July 15, 1994; or McDonnell Douglas MD-11
Alert Service Bulletin A32-47, dated July 15, 1994; as applicable.
(b) If the serial number of the lock link coincides with any of
the suspect serial numbers listed in McDonnell Douglas DC-10 Alert
Service Bulletin A32-238, dated July 15, 1994; or McDonnell Douglas
MD-11 Alert Service Bulletin A32-47, dated July 15, 1994; as
applicable; accomplish paragraphs (b)(1) and (b)(2) of this AD in
accordance with the alert service bulletin.
(1) Prior to further flight, perform an eddy current inspection
to detect defects in the lock link in accordance with Phase I
(``Eddy Current Inspection--On Aircraft'') of the Accomplishment
Instructions of the applicable alert service bulletin.
(2) Perform an expanded eddy current inspection to detect
defects in the lock link, in accordance with Phase II (``Expanded
Eddy Current Inspection--Off Aircraft'') of the Accomplishment
Instructions of the applicable alert service bulletin at the time
specified in paragraph (b)(2)(i) or (b)(2)(ii) of this AD, as
applicable.
(i) For Model DC-10 series airplanes and Model KC-10A airplanes:
Inspect prior to the accumulation of 450 landings after September
15, 1994 (the effective date of AD 94-18-07, amendment 39-9020), and
thereafter at intervals not to exceed 450 landings until the
inspection required by paragraph (d) of this AD is accomplished.
(ii) For Model MD-11 series airplanes: Inspect prior to the
accumulation of 330 landings after September 15, 1994 (the effective
date of AD 94-18-07, amendment 39- 9020), and thereafter at
intervals not to exceed 330 landings until the inspection required
by paragraph (d) of this AD is accomplished.
(c) If any defect is found during any inspection required by
paragraph (b) of this AD, prior to further flight, accomplish either
paragraph (c)(1) or (c)(2) of this AD in accordance with McDonnell
Douglas DC-10 Alert Service Bulletin A32-238, dated July 15, 1994;
or McDonnell Douglas MD-11 Alert Service Bulletin A32-47, dated July
15, 1994; as applicable.
(1) Rework the lock link; or
(2) Replace the defective lock link with a serviceable lock link
that has been inspected in accordance with paragraphs (a) and (b) of
this AD and, if the lock link was found to contain any defect, that
has been reworked in accordance with paragraph (c)(1) of this AD.
(d) Within 15 months after the effective date of this AD,
perform a fluorescent penetrant inspection to detect defects of the
lock links, in accordance with Phase III (``Fluorescent Penetrant
Inspection--Off Aircraft'') of the Accomplishment Instructions of
McDonnell Douglas DC-10 Alert Service Bulletin A32-238, dated July
15, 1994; or McDonnell Douglas MD-11 Alert Service Bulletin A32-47,
dated July 15, 1994; as applicable. Accomplishment of this
inspection constitutes terminating action for the inspections
required by paragraph (b) of this AD.
(e) If any defect is found during an inspection performed in
accordance with paragraph (d) of this AD, prior to further flight,
accomplish either paragraph (e)(1) or (e)(2) of this AD in
accordance with McDonnell Douglas DC-10 Alert Service Bulletin A32-
238, dated July 15, 1994; or McDonnell Douglas MD-11 Alert Service
Bulletin A32-47, dated July 15, 1994; as applicable.
(1) Rework the lock link; or
(2) Replace the defective lock link with a serviceable lock link
that has been inspected in accordance with paragraphs (a) and (b) of
this AD and, if the lock link was found to contain any defect, that
has been reworked in accordance with paragraph (e)(1) of this AD.
(f) As of September 15, 1994 (the effective date of AD 94-18-07,
amendment 39-9020), no person shall install an upper lock link, part
number ACG7396-1, or a lower lock link, part number ACG7237-1, on
the NLG of any airplane unless that lock link has been inspected in
accordance with paragraphs (a) and (b) of this AD and reworked, as
necessary, in accordance with paragraph (c)(1) or (e)(1) of this AD.
(g) Within 30 days after any defect is found during any
inspection required by this AD, submit a report of inspection
findings to the Manager, Los Angeles Aircraft Certification Office
(ACO), FAA, Transport Airplane Directorate, 3960 Paramount
Boulevard, Lakewood, California 90712; fax (310) 627-5210. The
report must include a description of the defect found, the part
number of the defective lock link, the serial number of the
defective lock link, the number of landings on the defective lock
link, and the serial number of the airplane. Information collection
requirements contained in this regulation have been approved by the
Office of Management and Budget (OMB) under the provisions of the
Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have
been assigned OMB Control Number 2120-0056.
(h) 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 Aircraft Certification
Office (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.
(i) Special flight permits may be issued in accordance with
Secs. 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 December 2, 1994.
James V. Devany,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 94-30145 Filed 12-7-94; 8:45 am]
BILLING CODE 4910-13-U