[Federal Register Volume 60, Number 227 (Monday, November 27, 1995)]
[Rules and Regulations]
[Pages 58215-58217]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-28190]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 95-NM-114-AD; Amendment 39-9427; AD 95-23-07]


Airworthiness Directives; McDonnell Douglas Model MD-11 Series 
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 MD-11 series 
airplanes, that currently requires visual inspections to detect 
cracking of the outboard and inboard surfaces of the upper spar angles 
of the wing pylons, and repair of any cracked upper spar angles. This 
amendment requires eddy current inspections to detect cracking of the 
upper spar angles on the left and right sides of the wing pylons, and 
replacement of the spar angles as terminating action for the 
inspections. This amendment is prompted by the development of a 
modification that positively addresses the unsafe condition. The 
actions specified by this AD are intended to prevent loss of load-
carrying and fail-safe capability of the upper inboard spar cap of the 
wing pylon, which could subsequently reduce the structural integrity of 
the airplane.

DATES: Effective December 27, 1995.

    -The incorporation by reference of certain publications, as listed 
in the regulations, is approved by the Director of the Federal Register 
as of December 27, 1995.
    -The incorporation by reference of McDonnell Douglas Alert Service 
Bulletin MD11-54A049 R01, Revision 1, dated February 7, 1995, listed in 
the regulations, was approved previously by the Director of the Federal 
Register as of March 17, 1995 (60 FR 11623, March 2, 1995).

ADDRESSES: 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 Federal Aviation Administration (FAA), Transport 
Airplane Directorate, Rules Docket, 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: Wahib Mina, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California 90712; telephone 
(310) 627-5324; fax (310) 627-5210.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 95-04-15, 
amendment 39-9167 (60 FR 11623, March 2, 1995), which is applicable to 
certain McDonnell Douglas Model MD-11 series airplanes, was published 
in the Federal Register on August 21, 1995 (60 FR 43415). The action 
proposed to continue to require visual inspections to detect cracking 
of the outboard and inboard surfaces of the upper spar angles on the 
number 1 and number 3 wing pylons. However, the action also proposed to 
require eddy current inspections to detect cracking on the forward end 
of the left and right sides of the upper spar angles on the number 1 
and number 3 wing pylons, and replacement of the upper spar angles on 
the left and right sides of the number 1 and number 3 wing pylons.
    -Interested persons have been afforded an opportunity to 
participate in the making of this amendment. Due consideration has been 
given to the two comments received.
    -Both commenters support the proposed rule.
    -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 as proposed.
    -There are approximately 123 Model MD-11 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 47 
airplanes of U.S. registry will be affected by this AD.
    -The visual inspections that are currently required by AD 95-04-15 
and retained in this new AD take approximately 10 work hours per 
airplane to accomplish, at an average labor rate of $60 per work hour. 
Based on these figures, the cost impact on U.S. operators of the 
actions currently required is estimated to be $28,200, or $600 per 
airplane, per inspection.
    -The eddy current inspections that are required by this new AD will 
take approximately 10 work hours per airplane to accomplish, at an 
average labor rate of $60 per work hour. Based on these figures, the 
cost impact on U.S. operators of the new requirements of this AD is 
estimated to be $28,200, or $600 per airplane.
    -The new requirement to replace the spar angle that is required in 
this AD action will take approximately 440 work hours to accomplish the 
replacement of one spar angle per wing pylon (with two wing pylons per 
airplane), or 550 work hours to accomplish the replacement of two spar 
angles per wing pylon (with two wing pylons per airplane), at an 
average labor rate of $60 per work hour. Required parts will be 
provided by the manufacturer at no cost to the operator. Based on these 
figures, the cost impact on U.S. operators of the replacement 
requirement is estimated to be $26,400 to replace one spar angle per 
wing pylon (or $52,800 per airplane), or $33,000 to replace two spar 
angles per wing pylon (or $66,000 per airplane).
    The 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.
    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 

[[Page 58216]]
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 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 removing amendment 39-9167 (60 FR 
11623, March 2, 1995), and by adding a new airworthiness directive 
(AD), amendment 39-9427, to read as follows:

95-23-07 McDonnell Douglas: Amendment 39-9427. Docket 95-NM-114-AD. 
Supersedes AD 95-04-15, Amendment 39-9167.

    Applicability: Model MD-11 series airplanes, certificated in any 
category, that are listed in the following service bulletins:

--McDonnell Douglas Alert Service Bulletin MD11-54A049 R03, Revision 
03, dated May 18, 1995, identified as Groups II, III, and IV 
airplanes; and
--McDonnell Douglas Service Bulletin MD11-54-049 R01, Revision 1, 
dated May 18, 1995.

    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 (f) 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.
    To prevent loss of load-carrying and fail-safe capability of the 
upper inboard spar cap of the wing pylon, which could subsequently 
reduce the structural integrity of the airplane, accomplish the 
following:
    (a) For Groups II, III, and IV airplanes, as listed in McDonnell 
Douglas Alert Service Bulletin MD11-54A049 R03, Revision 03, dated 
May 18, 1995: Within 30 days after March 17, 1995 (the effective 
date of AD 95-04-15, amendment 39-9167), or within 60 days after 
accomplishing the immediately preceding visual inspection required 
by paragraph (b) of AD 95-04-15, whichever occurs later, perform a 
visual inspection to detect cracking of the outboard and inboard 
surfaces of the upper spar angles, part numbers (P/N) AUB7519-1/-2, 
on the number 1 and number 3 wing pylons, in accordance with 
McDonnell Douglas Alert Service Bulletin MD11-54A049 R01, Revision 
1, dated February 7, 1995; or McDonnell Douglas Alert Service 
Bulletin MD11-54A049 R03, Revision 03, dated May 18, 1995. Repeat 
this inspection thereafter, prior to further flight, following each 
incident of excessive maneuver, turbulence overload (as defined in 
MD-11 Aircraft Maintenance Manual, chapter 05-51-01), or hard 
landing (as defined in MD-11 Aircraft Maintenance Manual, chapter 
05-51-03).
    (1) If no cracking is detected, repeat the visual inspection 
thereafter at intervals not to exceed 60 days or 300 landings, 
whichever occurs earlier, until the requirements of paragraph (d) of 
this AD are accomplished.
    (2) If any cracking is detected, prior to further flight, repair 
in accordance with a method approved by the Manager, Los Angeles 
Aircraft Certification Office (ACO), FAA, Transport Airplane 
Directorate.

    Note 2: Paragraph (a) of this AD restates the requirement for an 
initial and repetitive inspections contained in paragraph (b) of AD 
95-04-15. Therefore, for operators who have previously accomplished 
at least the initial inspection in accordance with AD 95-04-15, 
paragraph (a) of this AD requires that the next scheduled inspection 
be performed within 60 days or 300 landings, whichever occurs 
earlier, after the last inspection performed in accordance with 
paragraph (b) of AD 95-04-15.
    (b) For Groups II, III, and IV airplanes, as listed in McDonnell 
Douglas Alert Service Bulletin MD11-54A049 R03, Revision 03, dated 
May 18, 1995: Accomplish the requirements of paragraphs (b)(1) and 
(b)(2) of this AD.
    (1) Within 30 days after the effective date of this AD, or 
within 60 days after accomplishing the immediately preceding visual 
inspection required by paragraph (a) of this AD, whichever occurs 
later: Perform a visual inspection to detect cracking of the 
outboard and inboard surfaces of the upper spar angles, P/N's 
AUB7519-1/-2, on the number 1 and number 3 wing pylons, in 
accordance with McDonnell Douglas Alert Service Bulletin MD11-54A049 
R03, Revision 03, dated May 18, 1995. Repeat this inspection 
thereafter, prior to further flight, following each incident of 
excessive maneuver, turbulence overload (as defined in MD-11 
Aircraft Maintenance Manual, Chapter 05-51-01), or hard landing (as 
defined in MD-11 Aircraft Maintenance Manual, Chapter 05-51-03).
    (i) If no cracking is detected, repeat the visual inspection 
thereafter at intervals not to exceed 60 days or 300 landings, 
whichever occurs earlier, until the requirements of paragraph (d) of 
this AD are accomplished.
    (ii) If any cracking is detected, prior to further flight, 
repair in accordance with a method approved by the Manager, Los 
Angeles ACO.
    (2) Within 15 months after the effective date of this AD, 
perform an eddy current inspection to detect cracking of the left 
and right angles of the upper spar angles on the forward end, P/N 
AUB7519-1/-2, on the number 1 and number 3 wing pylons, in 
accordance with McDonnell Douglas Alert Service Bulletin MD11-54A049 
R03, Revision 03, dated May 18, 1995.
    (i) If no cracking is detected, repeat the eddy current 
inspection thereafter at intervals not to exceed 15 months, until 
the requirements of paragraph (d) of this AD are accomplished.
    (ii) If any cracking is detected, prior to further flight, 
repair in accordance with a method approved by the Manager, Los 
Angeles ACO.
    (c) For Groups II, III, and IV airplanes, as listed in McDonnell 
Douglas Alert Service Bulletin MD11-54A049 R03, Revision 03, dated 
May 18, 1995: At the applicable time specified in either paragraph 
(c)(1) or (c)(2) of this AD, submit a report of the results 
(positive findings only) of the inspections required by paragraph 
(b) of this AD to the Manager, Los Angeles Aircraft Certification 
Office, FAA, Transport Airplane Directorate, 3960 Paramount 
Boulevard, Lakewood, California 90712; or fax the report to (310) 
627-5210. 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. 3501et seq.) and have been assigned OMB Control Number 
2120-0056.
    (1) For airplanes on which the inspection required by paragraph 
(b) of this AD is accomplished after the effective date of this AD: 
Submit a report of positive findings within 10 days after performing 
any of the inspections required by paragraph (b) of this AD.
    (2) For airplanes on which the inspection required by paragraph 
(b) of this AD is accomplished prior to the effective date of this 
AD: Submit the report within 10 days after the effective date of 
this AD. 

[[Page 58217]]

    (d) For airplanes listed in McDonnell Douglas Service Bulletin 
MD11-54-049 R01, Revision 1, dated May 18, 1995, accomplish the 
requirements of paragraphs (d)(1) and (d)(2) of this AD.
    (1) For pylons on which no cracking of the upper spar angles has 
been detected during the inspections required by either paragraph 
(a) or (b) of this AD: Within 5 years after the effective date of 
this AD, replace the spar angles with new spar angles in accordance 
with McDonnell Douglas Service Bulletin MD11-54-049, dated March 31, 
1995; or McDonnell Douglas Service Bulletin MD11-54-049 R01, 
Revision 1, dated May 18, 1995.
    (2) For pylons on which cracking of the upper spar angles has 
been repaired in accordance with Rohr Service Bulletin MD11 54-190, 
dated March 3, 1995: Within 15 months after accomplishment of the 
repair, replace the spar angles with new spar angles in accordance 
with McDonnell Douglas Service Bulletin MD11-54-049, dated March 31, 
1995; or McDonnell Douglas Service Bulletin MD11-54-049 R01, 
Revision 1, dated May 18, 1995.
    (e) Replacement of the spar angles in accordance with McDonnell 
Douglas Service Bulletin MD11-54-049, dated March 31, 1995; or 
McDonnell Douglas Service Bulletin MD11-54-049 R01, Revision 1, 
dated May 18, 1995, constitutes terminating action for the 
repetitive inspections required by paragraphs (a) and (b) of this 
AD.
    (f) 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.

    (g) 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.
    (h) The actions shall be done in accordance with McDonnell 
Douglas Alert Service Bulletin MD11-54A049 R01, Revision 1, dated 
February 7, 1995; McDonnell Douglas Alert Service Bulletin MD11-
54A049 R03, Revision 03, dated May 18, 1995; McDonnell Douglas 
Service Bulletin MD11-54-049, dated March 31, 1995; and McDonnell 
Douglas Service Bulletin MD11-54-049 R01, Revision 1, dated May 18, 
1995. The incorporation by reference of McDonnell Douglas Alert 
Service Bulletin MD11-54A049 R01, Revision 1, dated February 7, 
1995, 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 
March 17, 1995 (60 FR 11623, March 2, 1995). The incorporation by 
reference of the remainder of the service documents listed above is 
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, 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, 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.
    (i) This amendment becomes effective on December 27, 1995.

    Issued in Renton, Washington, on November 6, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 95-28190 Filed 11-24-95; 8:45 am]
BILLING CODE 4910-13-U