[Federal Register Volume 61, Number 161 (Monday, August 19, 1996)]
[Rules and Regulations]
[Pages 42779-42781]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-20870]


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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 95-NM-115-AD; Amendment 39-9716; AD 96-17-07]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-8 Series 
Airplanes Equipped With Swivel-Type Bogie Beams on the Main Landing 
Gears

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to certain McDonnell Douglas Model DC-8 series airplanes, 
that requires an inspection to detect cracking of the swivel bogie beam 
lugs, and repair, if necessary. For airplanes on which no cracking is 
found, this amendment also requires an inspection to detect corrosion 
of the swivel pin lug surfaces and bores, and modification of the 
forward bogie beams. This amendment is prompted by reports indicating 
that swivel pin lugs of the main landing gear (MLG) have failed due to 
cracks resulting from stress corrosion. The actions specified by this 
AD are intended to prevent such stress corrosion, which could result in 
failure of the swivel-type bogie beam of the MLG; this condition could 
result in collapse of the MLG during landing.

DATES: Effective September 23, 1996.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of September 23, 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, Transport Airplane Directorate, Los Angeles 
Aircraft Certification Office (ACO), 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: Mike Lee, Aerospace Engineer, Airframe 
Branch, ANM-120L, FAA, Los Angeles Aircraft Certification Office, 3960 
Paramount Boulevard, Lakewood, California 90712; telephone (310) 627-
5325; 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 certain McDonnell Douglas Model 
DC-8 series airplanes was published in the Federal Register as a 
supplemental notice of proposed rulemaking on November 1, 1995 (60 FR 
55496). That action proposed to require a magnetic particle inspection 
to detect cracking of the swivel bogie beam lugs, and repair, if 
necessary. For airplanes on which no cracking is found during the 
magnetic particle inspection, that action also proposed to require a 
visual inspection to detect corrosion of the swivel pin lug surfaces 
and bores, and modification of the forward bogie beams.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the single comment received.

Request To Revise Proposed Compliance Times

    The commenter states that the actions described in McDonnell 
Douglas S.B. 32-182 (the service information referenced in the proposed 
rule) should be accomplished at gear overhaul.
    The FAA infers that the commenter requests the compliance times be 
revised to reflect the intervals for gear overhaul. The FAA does not 
concur that the compliance times need to be revised in this AD. In 
developing an appropriate compliance time for this AD, the FAA 
considered not only the manufacturer's recommendation as to an 
appropriate compliance time, but the degree of urgency associated with 
addressing the subject unsafe condition, and the intervals for gear 
overhaul of the majority of affected operators. In addition, paragraph 
(a)(2) of the AD provides a grace period for those operators that may 
have accomplished a gear overhaul just prior to the effective date of 
this AD, or that may be required to accomplish such an overhaul soon 
after this AD becomes effective. However, under the provisions of 
paragraph (e) of the final rule, the FAA may approve requests for 
adjustments to the compliance time if data are submitted to 
substantiate that an adjustment would provide an acceptable level of 
safety.

Conclusion

    After careful review of the available data, including the comment 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule as proposed.

Cost Impact

    There are approximately 148 McDonnell Douglas Model DC-8 series 
airplanes of the affected design in the worldwide fleet. The FAA 
estimates that 97 airplanes of U.S. registry will be affected by this 
AD, that it will take approximately 83 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 $483,060, or $4,980 per airplane.
    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.

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.

[[Page 42780]]

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.


Sec. 39.13   [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

96-17-07 McDonnell Douglas: Amendment 39-9716. Docket 95-NM-115-AD.

    Applicability: Model DC-8 airplanes equipped with main landing 
gears having swivel type bogie beams on which the swivel pin lugs 
have not been nickel plated, 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 (e) 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 failure of the swivel-type bogie beam of the main 
landing gear (MLG) due to stress corrosion, which could result in 
collapse of the MLG during landing, accomplish the following:
    (a) Perform a one-time magnetic particle inspection to detect 
cracking of the swivel bogie beam lugs, in accordance with McDonnell 
Douglas DC-8 Service Bulletin 32-182, dated January 20, 1995; 
McDonnell Douglas Service Bulletin DC8-32-182 RO1, Revision 1, dated 
July 21, 1995, or Revision 02, dated August 30, 1995; at the later 
of the times specified in paragraphs (a)(1) and (a)(2) of this AD.
    (1) Prior to the accumulation of 11,600 total flight hours, or 
within 10 years since the installation of the forward bogie beam of 
the MLG, whichever occurs first.
    (2) Prior to the accumulation of 2,000 flight hours, or 2 years 
after the effective date of this AD, whichever occurs first.
    (b) If no cracking is detected during the inspection required by 
paragraph (a) of this AD, prior to further flight, perform a visual 
inspection to detect corrosion in the swivel pin lug surfaces and 
bores, in accordance with McDonnell Douglas DC-8 Service Bulletin 
32-182, dated January 20, 1995; or McDonnell Douglas Service 
Bulletin DC8-32-182 RO1, Revision 1, dated July 21, 1995, or 
Revision 02, dated August 30, 1995.

    Note 2: Particular attention should be paid to the lubrication 
of the swivel pin lug and the lower swivel pin bushing during 
regular normal maintenance.

    (1) If no corrosion is detected, prior to further flight, 
accomplish paragraph (b)(1)(i), (b)(1)(ii), (b)(1)(iii), or 
(b)(1)(iv) of this AD, as applicable, in accordance with the service 
bulletin.
    (i) For Group I airplanes on which the forward bogie beam has 
not been modified previously: Modify the forward bogie beam in 
accordance with the actions specified (for Group I airplanes) as 
Condition 1 of the Accomplishment Instructions of the service 
bulletin.
    (ii) For Group I airplanes on which the forward bogie beam has 
been modified previously: Modify the forward bogie beam in 
accordance with the actions specified (for Group I airplanes) as 
Condition 2 of the Accomplishment Instructions of the service 
bulletin.
    (iii) For Group II airplanes on which the forward bogie beam has 
not been modified previously: Modify the forward bogie beam in 
accordance with the actions specified (for Group II airplanes) as 
Condition 1 of the Accomplishment Instructions of the service 
bulletin.
    (iv) For Group II airplanes on which the forward bogie beam has 
been modified previously: Modify the forward bogie beam in 
accordance with the actions specified (for Group II airplanes) as 
Condition 2 of the Accomplishment Instructions of the service 
bulletin.
    (2) If any corrosion is detected, prior to further flight, 
accomplish paragraph (b)(2)(i), (b)(2)(ii), (b)(2)(iii), or 
(b)(2)(iv), as applicable, in accordance with the service bulletin.
    (i) For Group I airplanes on which the forward bogie beam has 
not been modified previously: Modify the forward bogie beam in 
accordance with the actions specified (for Group I airplanes) as 
Condition 1 of the Accomplishment Instructions of the service 
bulletin. If the dimensions of the reworked swivel pin lug exceed 
the limits specified in Table I of the service bulletin, prior to 
further flight, repair in accordance with a method approved by the 
Manager, Los Angeles Aircraft Certification Office (ACO), FAA, 
Transport Airplane Directorate.
    (ii) For Group I airplanes on which the forward bogie beam has 
been modified previously: Modify the forward bogie beam in 
accordance with the actions specified (for Group I airplanes) as 
Condition 2 of the Accomplishment Instructions of the service 
bulletin. If the dimensions of the reworked swivel pin lug exceed 
the limits specified in Table I of the service bulletin, prior to 
further flight, repair in accordance with a method approved by the 
Manager, Los Angeles ACO.
    (iii) For Group II airplanes on which the forward bogie beam has 
not been modified previously: Modify the forward bogie beam in 
accordance with the actions specified (for Group II airplanes) as 
Condition 1 of the Accomplishment Instructions of the service 
bulletin. If the dimensions of the reworked swivel pin lug exceed 
the limits specified in Table I of the service bulletin, prior to 
further flight, repair in accordance with a method approved by the 
Manager, Los Angeles ACO.
    (iv) For Group II airplanes on which the forward bogie beam has 
been modified previously: Modify the forward bogie beam in 
accordance with the actions specified (for Group II airplanes) as 
Condition 2 of the Accomplishment Instructions of the service 
bulletin. If the dimensions of the reworked swivel pin lug exceed 
the limits specified in Table I of the service bulletin, prior to 
further flight, repair in accordance with a method approved by the 
Manager, Los Angeles ACO.
    (c) If any cracking is detected during the inspection required 
by paragraph (a) of this AD, prior to further flight, repair in 
accordance with a method approved by the Manager, Los Angeles ACO.
    (d) As of the effective date of this AD, no forward bogie beam 
swivel pin lug shall be installed on any airplane, unless that 
swivel pin lug has been modified in accordance with McDonnell 
Douglas DC-8 Service Bulletin 32-182, dated January 20, 1995; or 
McDonnell Douglas Service Bulletin DC8-32-182 RO1, Revision 1, dated 
July 21, 1995, or Revision 02, dated August 30, 1995.
    (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 inspections and modification shall be done in accordance 
with McDonnell Douglas DC-8 Service Bulletin 32-182, dated January 
20, 1995; McDonnell Douglas DC-8 Service Bulletin DC8-32-182 RO1, 
Revision 1, dated July 21, 1995; or McDonnell Douglas DC-8 Service 
Bulletin DC8-32-182 RO2, Revision 02, dated August 30, 1995. 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

[[Page 42781]]

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 September 23, 1996.

    Issued in Renton, Washington, on August 9, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 96-20870 Filed 8-16-96; 8:45 am]
BILLING CODE 4910-13-P