[Federal Register Volume 66, Number 57 (Friday, March 23, 2001)]
[Rules and Regulations]
[Pages 16107-16111]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-6645]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-60-AD; Amendment 39-12149; AD 2001-06-02]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-8 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 DC-8 series -10 
through -50, -61, -61F, -71, -71F airplanes, that currently requires a 
visual or eddy current inspection(s) of the left and right wing front 
spar lower caps to detect cracks migrating from attachment holes; and 
repair, if necessary. That AD also provides for an optional terminating 
modification of the front spar lower cap. This amendment is prompted by 
a report that additional cracking was found in the front spar lower cap 
of a wing. This amendment requires accomplishment of the previously 
optional terminating action. This amendment also expands the 
applicability of the existing AD to include additional airplanes and 
increases the interval for the repetitive

[[Page 16108]]

eddy current inspections. The actions specified by this AD are intended 
to prevent reduced structural integrity of the left or right wing due 
to metal fatigue failure of the front spar lower cap.

DATES: Effective April 27, 2001.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of April 27, 2001.

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Aircraft Group, Long Beach Division, 
3855 Lakewood Boulevard, Long Beach, California 90846, Attention: 
Technical Publications Business Administration, Dept. 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, 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: Greg DiLibero, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California 90712; telephone 
(562) 627-5231; fax (562) 627-5210.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 86-20-08, 
amendment 39-5434 (51 FR 35502, October 6, 1986), which is applicable 
to certain McDonnell Douglas Model DC-8 series airplanes, was published 
in the Federal Register on May 10, 2000 (65 FR 30028). The action 
proposed to continue to require an eddy current inspection(s) to detect 
cracks of the lower front spar caps of the wings at the attachment 
holes of the leading edge assembly between stations Xfs=515.000 and 
Xfs=526.760, and corrective actions, if necessary. The action also 
proposed to require accomplishment of the previously optional 
terminating action and a follow-on inspection. In addition, the action 
proposed to expand the applicability of the existing AD to include 
additional airplanes that are subject to the identified unsafe 
condition of this AD and to increase the interval for the repetitive 
eddy current inspections.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Incorrect Reference to Superseded AD

    Two commenters point out that the proposed AD incorrectly 
references
    AD 86-20-06 as the AD being superseded instead of AD 86-20-08. The 
FAA finds that the commenters are correct and has revised the final 
rule accordingly.

Request To Supersede AD 90-16-05

    One commenter requests that the proposed AD also supersede AD 90-
16-05, amendment 39-6614 (55 FR 31818, August 6, 1990), as it pertains 
to McDonnell Douglas Service Bulletin 57-90, Revision 2, dated March 1, 
1991. The commenter states that superseding AD 90-16-05 would ensure 
that there is no conflict between the inspection and modification 
requirements of both AD's.
    The FAA partially agrees. We acknowledge that there is a conflict 
between the eddy current inspection requirements of the proposed AD and 
AD 90-16-05 with respect to the revision level of McDonnell Douglas 
Service Bulletin (SB) DC8-57-090 (formerly numbered 57-90). We find 
that accomplishment of the eddy current inspection(s) required by this 
AD per Revision 05 of SB DC8-57-090 constitutes compliance with the 
inspection(s) required by paragraph A. of AD 90-16-05, as it pertains 
to SB 57-90, Revision 2. However, accomplishment of the eddy current 
inspection(s) does not terminate the remaining requirements of AD 90-
16-05, as it applies to other service bulletins. Operators are required 
to continue to inspect and/or modify per the other service bulletins 
listed in that AD. Therefore, we have revised the final rule to include 
a new paragraph (h) to specify this information.

Request To Exclude Certain Airplanes or Give Credit for Doing a 
Certain Modification

    One commenter requests that either paragraph (b) or the 
applicability of the proposed AD be reworded to exclude airplanes 
modified per McDonnell Douglas DC-8 Service Bulletin 57-90, original 
issue, dated October 3, 1983, or that note 5 be revised to include the 
original service bulletin. The commenter states that some airplanes 
have done the optional terminating modification specified in AD 86-20-
08, which referenced the original issue of SB 57-90 as the appropriate 
source of service information, or the modification specified in 
paragraph (f) of the proposed AD. The commenter states that it is not 
clear which paragraphs of the proposed AD are applicable to airplanes 
that have been modified per the original issue of SB 57-90.
    The FAA agrees that paragraph (b) and note 5 of the proposed AD 
should be revised as the commenter requests. We find that the 
applicability of paragraph (b) is unclear. Our intent was that 
paragraph (b) of the AD apply to all affected airplanes listed in 
Revision 05 of SB DC8-57-090 that are not listed in the original issue 
of that service bulletin (approximately 140 additional airplanes), and 
on which the modification specified in any of the following McDonnell 
Douglas DC-8 service bulletins has not been done:

------------------------------------------------------------------------
      Service bulletin          Revision level              Date
------------------------------------------------------------------------
57-90......................  Original............  Oct. 3, 1983.
57-90......................  1...................  June 16, 1988.
57-90......................  2...................  March 1, 1991.
57-90......................  3...................  March 25, 1992.
57-90......................  4...................  March 3, 1995.
DC8-57-090.................  05..................  June 16, 1997.
------------------------------------------------------------------------

    We have revised paragraph (b) of the final rule accordingly. Also, 
see the change below under the heading ``Explanation of Change to 
Applicability of Paragraph (a) of the AD'' and ``Explanation of Change 
to note 5 of the AD.''

Request To Revise Compliance Time of Paragraph (e) of the Proposed 
AD

    One commenter asks if the compliance time in paragraph (e) of the 
proposed AD was intended to be before 100,000 ``total'' flight hours. 
No justification was given by the commenter. The FAA finds that the 
compliance time identified in the proposed AD is not consistent with 
the compliance time of related AD 90-16-05, which requires the 
modification to be completed before the airplane accumulates 100,000 
``total'' flight hours. Therefore, we have revised the compliance time 
of paragraph (e) of the final rule to state that the modification must 
be done before the accumulation of 100,000 ``total'' flight hours.

Explanation of Change to Applicability of Paragraph (a) of the AD

    The FAA has determined that the applicability of paragraph (a) of 
the proposed AD should be revised. We have approved the modification 
described in the service bulletins listed in the table above (under the 
heading

[[Page 16109]]

``Request to Exclude Certain Airplanes or Give Credit for Doing a 
Certain Modification'') for compliance with the requirements of 
paragraph (a) of this AD. Therefore, we have added an identical table 
in paragraph (a) of the final rule (i.e., Table 1. Applicable Service 
Bulletins for Preventative Modification) and revised the applicability 
of that paragraph to exclude airplanes on which the modification 
specified in any of the service bulletins listed in that table has been 
done.

Explanation of Change to Note 5 of the AD

    Note 5 of the proposed AD contained a typographical error. 
Accomplishment of the modification specified in note 5 of the AD is 
considered acceptable for compliance with the requirements of paragraph 
(e) of the AD, not paragraph (d). In addition, modification of the 
lower front spar cap accomplished before the effective date of this AD 
per McDonnell Douglas DC-8 Service Bulletin 57-90, dated October 3, 
1983, in addition to the other revision levels specified in note 5, is 
considered acceptable for compliance with the requirements of paragraph 
(e) of the AD. The FAA has revised note 5 of the final rule 
accordingly.

Clarification of Compliance Time of Paragraph (g) of the AD

    The FAA considers that the compliance time in paragraph (g) of the 
proposed AD is not clear as it is currently worded, and that operators 
may misinterpret when the follow-on inspection must be done. Our intent 
was that the follow-on inspection be done within 32,900 flight hours 
after accomplishing the modification (reference Service Bulletin DC8-
57-090 or 57-90) required by AD 86-20-08, AD 90-16-05, or either 
paragraph (d)(1) or (e) of the proposed AD; all of these modifications 
are identical.
    Note 5 of the proposed AD gives operators credit for accomplishing 
the subject modification before the effective date of the AD (i.e., 
operators that accomplished the subject modification specified in AD 
86-20-08, which was optional in that AD). Paragraph (f) of the proposed 
AD also gives operators credit for accomplishing the subject 
modification per paragraph B. of AD 90-16-05. If an operator takes 
credit for accomplishing the modification in note 5 or paragraph (f) of 
the AD, it was our intent in the proposed AD that the operator do the 
follow-on inspection and corrective actions, if necessary, per 
paragraph (g) of the AD. Therefore, for clarification purposes, we have 
revised the compliance time of paragraph (g) of the final rule to 
``within 32,900 flight hours after accomplishing the modification * * * 
'' and to reference the modification specified in AD's 86-20-08 and 90-
16-05.

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 changes previously 
described. The FAA has determined that these changes will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Cost Impact

    There are approximately 294 Model DC-8 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 251 
airplanes of U.S. registry will be affected by this AD.
    It will take approximately 2 work hours per airplane to accomplish 
the required inspection at an average labor rate of $60 per work hour. 
Based on these figures, the cost impact of the inspection required by 
this AD on U.S. operators is estimated to be $30,120, or $120 per 
airplane, per inspection cycle.
    It will take approximately between 12 and 14 work hours per 
airplane to accomplish the required modification at an average labor 
rate of $60 per work hour. Required parts will cost approximately 
between $303 and $1,202 per airplane. Based on these figures, the cost 
impact of the AD on U.S. operators is estimated to be between $256,773, 
or $512,542, or between $1,023, or $2,042 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 cost impact figures discussed 
in AD rulemaking actions represent only the time necessary to perform 
the specific actions actually required by the AD. These figures 
typically do not include incidental costs, such as the time required to 
gain access and close up, planning time, or time necessitated by other 
administrative actions.

Regulatory Impact

    The regulations adopted herein will not have a substantial direct 
effect 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, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing amendment 39-5434 (51 FR 
35502, October 6, 1986), and by adding a new airworthiness directive 
(AD), amendment 39-12149, to read as follows:

2001-06-02  McDonnell Douglas: Amendment 39-12149. Docket 99-NM-60-
AD. Supersedes AD 86-20-08, Amendment 39-5434.

    Applicability: Model DC-8 series airplanes, as listed in 
McDonnell Douglas Service Bulletin DC8-57-090, Revision 05, dated 
June 16, 1997; 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 (i) 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

[[Page 16110]]

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 reduced structural integrity of the left or right 
wing due to metal fatigue failure of the front spar lower cap, 
accomplish the following:

    Note 2: This AD will affect the inspections, corrective actions, 
and reports required by AD 93-01-15, amendment 39-8469 (58 FR 5576, 
January 22, 1993), for Principal Structural Elements (PSE) 57.08.021 
and 57.08.022 of the DC-8 Supplemental Inspection Document (SID).


    Note 3: Where there are differences between this AD and the 
referenced service bulletin, the AD prevails.

Eddy Current Inspection

    (a) For Model DC-8-10 through DC-8-50, inclusive, DC-8-61, -61F, 
-71, and -71F series airplanes, equipped with left or right wing 
front spar lower cap, part number 
(P/N) 5597838-1 or -2; not modified per any of the McDonnell Douglas 
DC-8 service bulletins listed in Table 1 of this AD: Do an eddy 
current inspection to detect cracks of the lower front spar caps of 
the wings at the attachment holes of the leading edge assembly 
between stations Xfs=515.000 and Xfs=526.760, per McDonnell Douglas 
Service Bulletin DC8-57-090, Revision 05, dated June 16, 1997; at 
the time specified in either paragraph (a)(1), (a)(2), or (a)(3) of 
this AD, as applicable. Table 1 is as follows:

  Table 1.--Applicable Service Bulletins for Preventative Modification.
------------------------------------------------------------------------
      Service bulletin          Revision level              Date
------------------------------------------------------------------------
57-90......................  Original............  Oct. 3, 1983.
57-90......................  1...................  June 16, 1988.
57-90......................  2...................  March 1, 1991.
57-90......................  3...................  March 25, 1992.
57-90......................  4...................  March 3, 1995.
DC8-57-090.................  05..................  June 16, 1997.
------------------------------------------------------------------------


    Note 4: Eddy current inspections done before the effective date 
of this AD per McDonnell Douglas DC-8 Service Bulletin 57-90, 
Revision 1, dated June 16, 1988; Revision 2, dated March 1, 1991; 
Revision 3, dated March 25, 1992; or Revision 4, dated March 3, 
1995; are considered acceptable for compliance with the requirements 
of paragraph (a) of this AD.

    (1) For airplanes on which the immediately preceding inspection 
was conducted using eddy current techniques per AD 86-20-08 before 
the effective date of this AD: Inspect within 3,600 flight hours or 
3 years after accomplishment of the last eddy current inspection, 
whichever occurs first.
    (2) For airplanes on which the immediately preceding inspection 
was conducted visually per AD 86-20-08 before the effective date of 
this AD: Inspect within 3,200 flight hours or 2 years after 
accomplishment of the last visual inspection, whichever occurs 
first.
    (3) For airplanes on which a visual or eddy current inspection 
or the modification required by AD 86-20-08 has not been done: 
Inspect before the accumulation of 30,000 total flight hours, or 
within 200 flight hours after the effective date of this AD.
    (b) For airplanes other than those identified in paragraph (a) 
of this AD; not modified per any of the McDonnell Douglas DC-8 
service bulletins listed in Table 1 of this AD: Within 3,200 flight 
hours or 2 years after the effective date of this AD, whichever 
occurs first, do the eddy current inspection specified in paragraph 
(a) of this AD.

Repetitive Inspections

    (c) If no crack is detected during any inspection required by 
this AD, repeat the eddy current inspection every 3,600 flight hours 
or 3 years, whichever occurs first.

Repair

    (d) If any crack is detected during any inspection required this 
AD, before further flight, do the action specified in either 
paragraph (d)(1) or (d)(2) of this AD, as applicable.
    (1) For cracks within the limits specified in Conditions 2 
through 6, inclusive, Table 1 of paragraph 3.B.4 of the 
Accomplishment Instructions of McDonnell Douglas Service Bulletin 
DC8-57-090, Revision 05, dated June 16, 1997: Modify the lower front 
spar cap per McDonnell Douglas Service Bulletin DC8-57-090, Revision 
05, dated June 16, 1997. Accomplishment of the modification 
constitutes compliance with the requirements paragraphs (c) and (e) 
of this AD.
    (2) For cracks that exceed the limits specified in Conditions 2 
through 6, inclusive, Table 1 of paragraph 3.B.4 of the 
Accomplishment Instructions of McDonnell Douglas Service Bulletin 
DC8-57-090, Revision 05, dated June 16, 1997: Repair per a method 
approved by the Manager, Los Angeles Aircraft Certification Office 
(ACO), FAA.

Preventative Modification

    (e) Before the accumulation of 100,000 total flight hours, 
modify the lower front spar cap per paragraph 3.B.2.B of the 
Accomplishment Instructions of McDonnell Douglas Service Bulletin 
DC8-57-090, Revision 05, dated June 16, 1997. Accomplishment of the 
modification constitutes compliance with the requirements paragraphs 
(a) and (b) of this AD and terminates the repetitive inspection 
requirements of paragraph (c) of this AD.

    Note 5: Modification of the lower front spar cap accomplished 
before the effective date of this AD per McDonnell Douglas DC-8 
Service Bulletin 57-90, dated October 3, 1993; Revision 1, dated 
June 16, 1988; Revision 2, dated March 1, 1991; Revision 3, dated 
March 25, 1992; or Revision 4, dated March 3, 1995; is considered 
acceptable for compliance with the requirements of paragraph (e) of 
this AD.

    (f) Accomplishment of the modification required by paragraph B. 
of AD 90-16-05, amendment 39-6614 (55 FR 31818, August 6, 1990) 
(which references ``DC-8 Aging Aircraft Service Action Requirements 
Document'' (SARD), McDonnell Douglas Report MDC K1579, Revision A, 
dated March 1, 1990, as the appropriate source of service 
information for accomplishing the modification) constitutes 
compliance with paragraphs (a), (b), and (e) of this AD and 
terminates the repetitive inspection requirements of paragraph (c) 
of this AD.

Follow-On Inspection

    (g) Within 32,900 flight hours after accomplishment of the 
modification specified in paragraph (g)(1), (g)(2), (g)(3), or 
(g)(4) of this AD, or within 2 years after the effective date of 
this AD, whichever occurs later, perform an inspection to detect 
cracks in the area specified in paragraph (a) of this AD, and 
corrective actions, if necessary; per a method approved by the 
Manager, Los Angeles ACO.
    (1) Modification required by paragraph (d)(1) of this AD;
    (2) Modification required by paragraph (e) of this AD;
    (3) Modification specified in paragraph D. of AD 86-20-08; or
    (4) Modification required by paragraph B. of AD 90-16-05.

Certain Actions Constitute Compliance With AD 90-16-05

    (h) Accomplishment of the eddy current inspection(s) required by 
this AD constitutes compliance with the inspections required by 
paragraph A. of AD 90-16-05, as it pertains to McDonnell Douglas DC-
8 Service Bulletin 57-90, Revision 2, dated March 1, 1991. 
Accomplishment of the eddy current inspection(s) does not terminate 
the remaining requirements of AD 90-16-05, as it applies to other 
service bulletins. Operators are required to continue to inspect 
and/or modify per the other service bulletins listed in that AD.

Alternative Methods of Compliance

    (i) 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, FAA. 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 6: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Los Angeles ACO.

Special Flight Permits

    (j) Special flight permits may be issued in accordance with 
Secs. 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.

Incorporation by Reference

    (k) Except as provided by paragraphs (d)(2) and (g) of this AD, 
the actions shall be done in accordance with McDonnell Douglas 
Service Bulletin DC8-57-090, Revision 05,

[[Page 16111]]

dated June 16, 1997. 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 Boeing 
Commercial Aircraft Group, Long Beach Division, 3855 Lakewood 
Boulevard, Long Beach, California 90846, Attention: Technical 
Publications Business Administration, Dept. C1-L51 (2-60). Copies 
may be inspected at the FAA, 1601 Lind Avenue, SW., Renton, 
Washington; or at the FAA, 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.

Effective Date

    (l) This amendment becomes effective on April 27, 2001.

    Issued in Renton, Washington, on March 12, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-6645 Filed 3-22-01; 8:45 am]
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