[Federal Register Volume 61, Number 104 (Wednesday, May 29, 1996)]
[Rules and Regulations]
[Pages 26778-26780]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-13231]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 95-NM-145-AD; Amendment 39-9636; AD 96-11-11]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model DC-9 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to all McDonnell Douglas Model DC-9 series airplanes, that
requires inspection(s) to detect cracking in the nose skin of the
fuselage, and various follow-on actions. This amendment also provides
for an optional modification, which would defer certain repetitive
inspections, if no cracking is detected. This amendment is prompted by
reports of cracking in the upper nose skin of the fuselage due to
fatigue. The actions specified by this AD are intended to prevent
fatigue-related cracking, which could compromise the structural
integrity of the airplane.
DATES: Effective July 3, 1996.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of July 3, 1996.
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: Ron Atmur, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification
Office, 3960 Paramount Boulevard, Lakewood, California 90712; telephone
(310) 627-5224; fax (310) 627-5210.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to all McDonnell Douglas Model DC-9
series airplanes was published in the Federal Register on January 19,
1996 (61 FR 1301). That action proposed to require inspection(s) to
detect cracking in the nose skin of the fuselage, and various follow-on
actions. That action also proposed a provision for an optional
modification, which would defer certain repetitive inspections, if no
cracking is detected.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Support for the Proposal
Two commenters support the proposed rule.
Request to Extend the Compliance Time
One commenter requests that the ``grace period'' of the compliance
time for the accomplishment of the high frequency eddy current (HFEC)
inspection be extended from the proposed 3,000 landings to 4,000
landings. This will allow the HFEC
[[Page 26779]]
inspection to be accomplished during a regularly scheduled maintenance
check, thereby eliminating any additional expenses. In addition, the
commenter indicates that it has accomplished the HFEC inspection on 86
Model DC-9 series airplanes and has found ``a high rate of positive
findings'' (i.e., cracking).
The FAA does not concur with the commenter's request to extend the
``grace period'' of the compliance time. In developing an appropriate
compliance time for this action, the FAA considered the safety
implications, parts availability, and normal maintenance schedules for
timely accomplishment of the HFEC inspection. In consideration of these
items, as well as the numerous reports of cracking in the upper nose
skin of the fuselage of airplanes in service, the FAA has determined
that a ``grace period'' of 3,000 landings, as proposed, is appropriate.
However, under the provisions of paragraph (b) of the final rule, the
FAA may approve requests for adjustments to the compliance time if data
are submitted to substantiate that such an adjustment would provide an
acceptable level of safety.
Request to Allow DER Approval of Repairs
This commenter also requests that proposed paragraph (a)(3) be
revised to permit the approval of repairs (of any cracked areas beyond
the repair limits specified in McDonnell Douglas DC-9 Service Bulletin
53-262) by Designated Engineering Representatives (DER) of the
McDonnell Douglas Corporation; this will allow a more expeditious
response time on repair recommendations.
The FAA does not concur with the commenter's request to revise
paragraph (a)(3) of this AD. While DER's are authorized to determine
whether a design or repair method complies with a specific requirement,
they are not authorized to make the discretionary determination as to
what the applicable requirement is. Further, where repair data does not
exist, it is essential that the FAA have feedback as to the type of
repairs being made. The FAA has determined that the Manager of the Los
Angeles Aircraft Certification Office (ACO) should approve any such
repairs or other deviations to the AD's requirements. Given that
possible new relevant issues might be revealed during this process, it
is imperative that the FAA, at this level, have such feedback. Only by
reviewing deviation approvals can the FAA be assured of this feedback
and of the adequacy of the repair methods. However, the FAA, in
conjunction with the Aviation Rulemaking Advisory Committee (ARAC)
currently is considering guidelines to address this issue, and may
eventually develop additional FAA policy on this subject.
Request to Allow a Temporary Repair
One commenter requests that the FAA revise the proposal to allow a
temporary repair, having a life limit of 8,000 flight cycles, to be
accomplished in accordance with Structural Repair Manual 53-04, Figure
12B, Class III, until the proposed permanent repair can be
accomplished. This would minimize down time for the operator.
The FAA does not concur. The FAA does not consider it appropriate
to include various provisions in an AD applicable to a single
operator's unique use of an affected airplane. Paragraph (b) of this AD
provides for the approval of alternative methods of compliance to
address these types of unique circumstances.
Request for Clarification of Use of Previously Approved Repairs
One commenter requests clarification as to the use of repairs that
have been previously approved by the Manager, Los Angeles ACO, in
accordance with AD 94-03-01, amendment 39-8907 (59 FR 6538, February
11, 1994).
The FAA agrees that clarification is necessary. The FAA considers
the subject area of this AD to be identical to the subject area in AD
94-03-01. Therefore, repairs that have been approved previously by the
Manager, Los Angeles ACO, are considered to be approved as alternative
methods of compliance with paragraphs (a)(2) and (a)(3) of this AD.
Accordingly, the FAA has revised the final rule to include a new
paragraph (b)(2) to clarify this.
Conclusion
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 change previously
described. The FAA has determined that this change will neither
increase the economic burden on any operator nor increase the scope of
the AD.
Cost Impact
There are approximately 889 Model DC-9 series airplanes of the
affected design in the worldwide fleet. The FAA estimates that 568
airplanes of U.S. registry will be affected by this AD, that it will
take approximately 10 work hours per airplane to accomplish the
required actions, and that the average labor rate is $60 per work hour.
Based on these figures, the cost impact of the AD on U.S. operators is
estimated to be $340,800, or $600 per airplane, per inspection.
The cost impact figure discussed above is 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. However, since the issuance of the
proposal, the FAA has been advised that the initial inspection required
by this AD has been accomplished on at least 86 affected airplanes.
Therefore, the future cost impact of this AD on U.S. operators is
reduced by approximately $51,600.
Regulatory Impact
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 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. 106(g), 40113, 44701.
[[Page 26780]]
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
96-11-11 McDonnell Douglas: Amendment 39-9636. Docket 95-NM-145-AD.
Applicability: All Model DC-9-10, -20, -30, -40, -50, and C-9
(military) series airplanes, 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 request approval for an
alternative method of compliance in accordance with paragraph (b)(1)
of this AD. The request should include an assessment of the effect
of the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent fatigue-related cracking, which could compromise the
structural integrity of the airplane, accomplish the following:
(a) Prior to the accumulation of 40,000 total landings, or
within 3,000 landings after the effective date of this AD, whichever
occurs later, perform a high frequency eddy current (HFEC)
inspection to detect cracking in the nose skin of the fuselage, in
accordance with McDonnell Douglas DC-9 Service Bulletin 53-262,
dated October 11, 1994.
(1) If no cracking is detected, accomplish either paragraph
(a)(1)(i) or (a)(1)(ii) of this AD, in accordance with the service
bulletin.
(i) Repeat the HFEC inspection thereafter at intervals not to
exceed 4,000 landings; or
(ii) Accomplish the modification of the upper nose skin of the
cockpit fuselage in accordance with the service bulletin. Prior to
the accumulation of 60,000 landings after accomplishment of this
modification, perform a visual inspection of the upper nose skin of
the cockpit fuselage in accordance with the service bulletin. Repeat
the visual inspection thereafter at intervals not to exceed 25,000
landings.
(2) If any cracking is detected and it is within the repair
limits specified in the service bulletin, prior to further flight,
repair the cracked nose skin in accordance with the service
bulletin. Prior to the accumulation of 60,000 landings after
accomplishment of this repair, perform a visual inspection to detect
cracking of the repair; and prior to further flight, repair any
cracking found during this inspection; in accordance with a method
approved by the Manager, Los Angeles Aircraft Certification Office
(ACO), FAA, Transport Airplane Directorate.
(3) If any cracking is detected and it is beyond the repair
limits specified in the service bulletin, prior to further flight,
repair the cracked nose skin in accordance with a method approved by
the Manager, Los Angeles ACO.
(b)(1) 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 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Los Angeles ACO.
(b)(2) Alternative methods of compliance, approved in accordance
with AD 94-03-01, amendment 39-8907, are approved as alternative
methods of compliance with paragraphs (a)(2) and (a)(3) of this AD.
This approval only applies to repairs that are subject to the
requirements of this AD.
(c) 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.
(d) The inspections, modification, and certain repairs shall be
done in accordance with McDonnell Douglas DC-9 Service Bulletin 53-
262, dated October 11, 1994. 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, 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.
(e) This amendment becomes effective on July 3, 1996.
Issued in Renton, Washington, on May 20, 1996.
James V. Devany,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-13231 Filed 5-28-96; 8:45 am]
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