[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]
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