[Federal Register Volume 60, Number 201 (Wednesday, October 18, 1995)]
[Rules and Regulations]
[Pages 53864-53866]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-25158]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 95-NM-181-AD; Amendment 39-9397; AD 95-21-11]


Airworthiness Directives; McDonnell Douglas Model DC-10-10, -15, 
-30, -40, and KC-10 (Military) Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
is applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, -
40, and KC-10 (military) series airplanes. This action requires 
inspections to detect cracking of the wing pylon aft bulkheads and 
upper spar webs, and replacement or repair, if necessary. This 
amendment is prompted by reports of fatigue cracking in the aft 
bulkhead and upper spar webs. The actions specified in this AD are 
intended to prevent failure of the wing pylon aft bulkhead due to 
fatigue cracking; such failure could lead to separation of the engine 
and pylon from the airplane.

DATES: Effective November 2, 1995. -
    The incorporation by reference of McDonnell Douglas ROD Sketch 95-
09-14-005, dated September 14, 1995, as listed in the regulations, is 
approved by the Director of the Federal Register as of November 2, 
1995.
    The incorporation by reference of McDonnell Douglas DC-10 Alert 
Service Bulletin, A54-106, Revision 2, dated November 3, 1994, as 
listed in the regulations, was approved previously by the Director of 
the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR part 
51, as of July 3, 1995 (60 FR 28524, June 1, 1995). -
    Comments for inclusion in the Rules Docket must be received on or 
before December 18, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 95-NM-181-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. -
    The service information referenced in this AD 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, Los Angeles Aircraft 
Certification Office, Transport Airplane Directorate, 3960 Paramount 
Boulevard, Lakewood, California; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Maureen Moreland, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California 90712; telephone 
(310) 627-5238; fax (310) 627-5210.

SUPPLEMENTARY INFORMATION: On July 24, 1992, the FAA issued AD 92-17-
13, amendment 39-8342 (57 FR 36894, August 17, 1992), which is 
applicable to all McDonnell Douglas Model DC-10 series airplanes. That 
AD requires a one-time visual inspection to detect cracks of the wing 
pylon aft bulkheads and upper spar webs, and repair, if necessary. 
Additionally, it requires that operators submit a report of inspection 
findings to the FAA. That AD was prompted by reports of fatigue 
cracking that occurred in the wing pylon aft bulkheads on two 
airplanes. The fatigue cracking initiated at fastener holes and/or at 
the lower forward edge of the bulkhead flange. Such fatigue cracking, 
if not detected and corrected in a timely manner, could lead to failure 
of the wing pylon aft bulkhead and subsequent separation of the engine 
and pylon from the airplane. -
    One of the intended purposes of the one-time visual inspection and 
submission of reports required by that AD was to allow the FAA and the 
manufacturer to obtain data as to the general condition of the affected 
fleet relative to the identified fatigue cracking. Subsequent to the 
issuance of that AD, the manufacturer has conducted further 
investigation and analysis of the fatigue cracking found in the subject 
areas. This effort revealed that the cracking was caused by fatigue, 
which was accelerated by preload conditions. The manufacturer developed 
inspection procedures to ensure that this fatigue cracking is 
identified and corrected before it reaches critical lengths. -
    Subsequently, on May 19, 1995, the FAA issued AD 95-11-11, 
amendment 39-9244 (60 FR 28524, June 1, 1995), which is applicable to 
certain McDonnell Douglas Model DC-10 series airplanes. A correction of 
the rule, AD 95-11-11 R1, amendment 39-9315, was published in the 
Federal Register on July 24, 1995 (60 FR 37821). That AD was issued to 
address the preload conditions discussed previously. That AD requires 
repetitive eddy current inspections to detect fatigue cracking of the 
pylon aft bulkhead flange, upper pylon box web, fitting radius, and 
adjacent tangent areas; and repair, if necessary. The initial 
inspection is required to be accomplished prior to the accumulation of 
1,800 landings after July 3, 1995. -
    Since the issuance of those two AD's, the FAA has received a report 
indicating that fatigue cracking in the aft bulkhead on the No. 1 pylon 
had propagated through the upper forward flange and continued down the 
vertical web of the bulkhead for approximately 11 inches. In light of 
this report, the FAA has determined that additional measures must be 
taken to ensure that any fatigue cracking in the aft bulkhead is 
detected in a timely manner. -
    The FAA previously reviewed and approved McDonnell Douglas DC-10 
Alert Service Bulletin, A54-106, Revision 2, dated November 3, 1994, 
which describes procedures for a one-time visual inspection to detect 
fatigue cracking of the wing pylon aft bulkhead and upper spar web, and 
replacement of any cracked bulkhead. This alert service bulletin also 
describes procedures for conducting repetitive eddy current inspections 
of this area (specified as ``Phase II''), and for conducting a gap 
inspection of certain areas and necessary shimming (referred to as 
``Phase III''). -
    The FAA also has reviewed and approved McDonnell Douglas ROD Sketch 
95-09-14-005, dated September 14, 1995, which supplements the 
inspection procedures described in McDonnell Douglas DC-10 Alert 
Service Bulletin A54-106. -

[[Page 53865]]

    Since an unsafe condition has been identified that is likely to 
exist or develop on other McDonnell Douglas DC-10-10, -15, -30, -40, 
and KC-10 (military) series airplanes of the same type design, this AD 
is being issued to prevent separation of the engine and pylon from the 
airplane due to failure of the wing pylon aft bulkhead caused by 
fatigue cracking. This AD applies only to those airplanes on which 
neither the previously required eddy current inspections required by AD 
95-11-11 R1 have been performed, nor the gap inspection and shimming 
specified in paragraph (c) of AD 95-11-11 R1 have been performed. This 
AD requires a one-time visual inspection to detect fatigue cracking of 
the wing pylon aft bulkhead and upper spar web, replacement of any 
cracked bulkhead, and repair of any cracked upper spar web. 
Additionally, this AD requires that certain portions of the visual 
inspection be accomplished with the aid of a borescope. These actions 
are required to be accomplished in accordance with the alert service 
bulletin and the ROD sketch described previously. Any necessary repair 
is required to be accomplished in accordance with a method approved by 
the FAA. -
    For airplanes on which cracking is found during the required 
inspections, this AD requires that operators report results of those 
inspection findings to the FAA.
    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this 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 under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the 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 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 95-NM-181-AD.'' The postcard will be date stamped and 
returned to the commenter.
    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.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, 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 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 the following new 
airworthiness directive:

95-21-11  McDonnell Douglas: Amendment 39-9397. Docket 95-NM-181-AD.

    Applicability: Model DC-10-10, -15, -30, -40, and KC-10 
(military) series airplanes; as listed in McDonnell Douglas DC-10 
Alert Service Bulletin A54-106, Revision 2, dated November 3, 1994; 
certificated in any category; on which neither of the following 
actions have been accomplished:
     the initial eddy current inspections [required by 
paragraph (a) of AD 95-11-11 R1 (amendment 39-9315)], as described 
in Phase II of McDonnell Douglas DC-10 Alert Service Bulletin A54-
106, Revision 2, dated November 3, 1994.
     the gap inspection and shimming [specified in paragraph 
(c) of AD 95-11-11 R1 (amendment 39-9315)], as described in Phase 
III of McDonnell Douglas DC-10 Alert Service Bulletin A54-106, 
Revision 2, dated November 3, 1994.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise 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 (e) of this AD 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: Compliance with AD 92-17-13, amendment 39-8342 (57 FR 
36894, August 7, 1992) does not constitute compliance with this AD.

    To prevent failure of the wing pylon aft bulkhead due to fatigue 
cracking, which could lead to separation of the engine and pylon 
from the airplane, accomplish the following:
    (a) Within 30 days after the effective date of this AD, 
accomplish the actions required by paragraphs (a)(1) and (a)(2) of 
this AD in accordance with McDonnell Douglas DC-10 Alert Service 
Bulletin A54-106, Revision 2, dated November 3, 1994, and McDonnell 
Douglas ROD Sketch 95-09-14-005, dated September 14, 1995. 

[[Page 53866]]

    (1) First, conduct a visual inspection using bright light, 
mirrors, and appropriate optical aids to detect cracks of the left 
and right wing pylon aft bulkhead and the upper spar web, in 
accordance with the instructions in Phase I, paragraphs D.(1), 
D.(2), D.(3), D.(4), and D.(5), of the alert service bulletin. The 
ROD sketch must be used to supplement the inspection instructions 
contained in the alert service bulletin. And
    (2) Second, immediately subsequent to accomplishing the 
inspection required by paragraph (a)(1) of this AD, conduct a visual 
inspection, using the aid of either a flexible borescope or a rigid 
borescope with a 90-degree field of view, to detect cracks of the 
left and right wing pylon aft bulkhead in accordance with the 
instructions in Phase I, paragraphs D.(2) and D.(3), of the alert 
service bulletin. The ROD sketch must be used to supplement the 
inspection instructions contained in the alert service bulletin.
    (b) If any cracking is detected in the wing pylon aft bulkhead 
during any inspection required by this AD, prior to further flight, 
remove and replace the cracked bulkhead in accordance with McDonnell 
Douglas DC-10 Alert Service Bulletin A54-106, Revision 2, dated 
November 3, 1994.
    (c) If any cracking is detected in the upper spar web during any 
inspection required by this AD, prior to further flight, repair in 
accordance with a method approved by the Manager, Los Angeles 
Aircraft Certification Office (ACO), FAA, Transport Airplane 
Directorate.
    (d) If any cracking is detected during any inspection required 
by this AD, within 10 days after detection submit a report of the 
inspection findings to the FAA, Transport Airplane Directorate, Los 
Angeles ACO, Attention: Maureen Moreland (ANM-120L), 3960 Paramount 
Boulevard, Lakewood, California 90712; fax (310) 627-5210. The 
report shall include the airplane serial number, a sketch or 
photograph of the cracking, a description of the cracking, and the 
number of total landings and hours time-in-service on 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.
    (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.
    (g) The actions shall be done in accordance with McDonnell 
Douglas ROD Sketch 95-09-14-005, dated September 14, 1995, and 
McDonnell Douglas DC-10 Alert Service Bulletin A54-106, Revision 2, 
dated November 3, 1994. The incorporation by reference of McDonnell 
Douglas ROD Sketch 95-09-14-005, dated September 14, 1995, was 
approved by the Director of the Federal Register in accordance with 
5 U.S.C. 552(a) and 1 CFR part 51. The incorporation by reference of 
McDonnell Douglas DC-10 Alert Service Bulletin A54-106, Revision 2, 
dated November 3, 1994, was approved previously by the Director of 
the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR 
part 51 as of July 3, 1995 (60 FR 28524, June 1, 1995). Copies of 
the ROD sketch may be obtained from McDonnell Douglas Corporation, 
3855 Lakewood Boulevard, Long Beach, California 90846, Attention: 
Customer Services Airframe, Department C1-L32 (35-35); telephone: 
(310) 593-8114. Copies of the alert service bulletin may be obtained 
from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long 
Beach, California 90846, Attention: Technical Publications Business 
Administration, Department C1-L51 (2-60). 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, 3960 Paramount Boulevard, 
Lakewood, California; or at the Office of the Federal Register, 800 
North Capitol Street, NW., suite 700, Washington, DC.
    (h) This amendment becomes effective on November 2, 1995.

    Issued in Renton, Washington, on October 4, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 95-25158 Filed 10-17-95; 8:45 am]
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