[Federal Register Volume 72, Number 205 (Wednesday, October 24, 2007)]
[Rules and Regulations]
[Pages 60233-60236]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E7-20464]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-27777; Directorate Identifier 2006-NM-265-AD; 
Amendment 39-15236; AD 2007-21-18]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-8-53, DC-8-
55, DC-8F-54, and DC-8F-55 Airplanes; and Model DC-8-60, DC-8-60F, DC-
8-70, and DC-8-70F Series Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain McDonnell Douglas airplanes, identified above. This AD requires 
a one-time inspection to determine the configuration of the airplane. 
This AD also requires repetitive inspections for cracking of the tee or 
angle doubler, and corrective actions if necessary. This AD results 
from a report indicating that numerous operators have found cracks on 
the tee. We are issuing this AD to detect and correct stress corrosion 
cracking of the tee or angle doubler installed on the flat aft pressure 
bulkhead. Cracking in this area could continue to progress and damage 
the adjacent structure, which could result in loss of structural 
integrity of the airplane.

DATES: This AD becomes effective November 28, 2007.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of November 28, 
2007.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Long Beach Division, 3855 Lakewood 
Boulevard, Long Beach, California 90846, Attention: Data and Service 
Management, Dept. C1-L5A (D800-0024).

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (telephone 800-647-5527) is the Document Management 
Facility, U.S. Department of Transportation, Docket Operations, M-30, 
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Jon Mowery, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137; 
telephone (562) 627-5322; fax (562) 627-5210.

SUPPLEMENTARY INFORMATION:

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that would apply to certain McDonnell 
Douglas Model DC-8-53, DC-8-55, DC-8F-54, and DC-8F-55 airplanes; and 
Model DC-8-60, DC-8-60F, DC-8-70, and DC-8-70F series airplanes. That 
NPRM was published in the Federal Register on April 5, 2007 (72 FR 
16744). That NPRM proposed to require a one-time inspection to 
determine the configuration of the airplane. That NPRM also proposed to 
require repetitive inspections for cracking of the tee or angle 
doubler, and corrective actions if necessary.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Request To Clarify Paragraph (f) of the NPRM

    Air Transport Association (ATA), on behalf of its member UPS, 
requests that we reword the first section of paragraph (f) of the NPRM 
for clarity. The commenters state that paragraph (f) of the NPRM 
mandates an inspection to determine if a tee or angle is installed. The 
commenters point out that all airplanes have a tee installed, as this 
is the baseline configuration, and that the angle is a repair on top of 
the tee. UPS suggests that we revise the paragraph to state instead, `` 
* * * inspect the left and right side of the flat aft pressure bulkhead 
to determine if a repair has been installed. As noted in Boeing Service 
Bulletin DC8-53A081, Configuration 1 applies to airplanes with no 
repairs installed; Configuration 2 applies to airplanes with repairs 
installed in accordance with DC-8 SRM 53-2-5, Figure 9; and 
Configuration 3 applies to repairs which are not

[[Page 60234]]

installed in accordance with DC-8 SRM 53-2-5, Figure 9 * * *''
    In addition, ABX Air, Inc. and UPS request that we fix a 
typographical error in paragraph (f). The Structural Repair Manual 
(SRM) reference should be 53-2-5 rather than 52-2-5.
    We agree with the ATA and UPS because the suggested wording is more 
accurate and clear than the wording in the NPRM. We have revised 
paragraph (f) of this AD accordingly. We have also revised the Summary 
and Discussion sections of the preamble of this AD to state that the 
one-time inspection is simply to determine the configuration of the 
airplane. We have also changed the SRM reference in the AD, as 
requested. Operators should note that the reference to this SRM should 
also be 53-2-5 rather than 52-2-5 in Table 3 of Paragraph 1.E., 
Compliance, of Boeing Alert Service Bulletin DC8-53A081, dated November 
14, 2006.

Request To Clarify Pressure Test Requirement

    ATA, on behalf of its member UPS, notes that paragraph (f)(1) of 
the NPRM requires accomplishment of all applicable actions specified in 
the Accomplishment Instructions of Boeing Alert Service Bulletin DC8-
53A081, dated November 14, 2006. UPS states that the applicable actions 
in paragraph B.4 of those instructions include a pressure test of the 
fuselage as given in the DC-8 aircraft maintenance manual 21-31-0. The 
commenters do not believe that the pressure test is necessary to 
accomplish either the inspections or repairs successfully. They note 
that Boeing concurs with deleting this requirement, and refer to Boeing 
Message 1-283162455-4, dated February 12, 2007, as the relevant 
correspondence between Boeing and UPS.
    We agree that the pressure test is not necessary for accomplishing 
either the inspections or repairs. We have added a sentence to 
paragraph (f)(1) of this AD to state that where the service bulletin 
specifies to do the pressure test, that action is not required by this 
AD.

Requests To Supersede AD 93-01-15

    The same commenters have three requests related to AD 93-01-15, 
amendment 39-8469 (58 FR 5576, January 22, 1993). The commenters 
believe that the AD resulting from the NPRM should supersede AD 93-01-
15 for the area of concern, which is Principal Structural Element (PSE) 
53.08.009 and PSE 53.08.010. The commenters also believe that the AD 
resulting from the NPRM should specifically mention that it removes the 
reporting requirements of AD 93-01-15 for the area of concern. UPS 
notes that a similar request to remove the reporting requirements was 
granted as an alternative method of compliance (AMOC) approval for all 
airplanes affected by AD 2006-03-04, amendment 39-14468 (71 FR 5969, 
February 6, 2006). UPS also requests that we revise paragraph (g) of 
the NPRM (the AMOC paragraph) to mention that prior AMOC approvals for 
AD 93-01-15 for repairs in the area of concern be automatically 
accepted as AMOCs for this new AD.
    We partially agree with the commenters. We agree that inspections 
and repairs required by this AD of specified areas of PSEs 53.08.009 
and 53.08.010 are acceptable for compliance with the applicable 
requirements of paragraphs (a) and (b) of AD 93-01-15, including the 
reporting requirements for those specified areas. The remaining areas 
of the affected PSEs must be inspected and repaired, as applicable, in 
accordance with AD 93-01-15. We also agree that AMOCs for repairs 
granted previously in accordance with AD 93-01-15 are acceptable for 
compliance with the corresponding actions required by this AD. We have 
added new paragraphs (g)(4) and (g)(5) to this AD to address these 
requests.
    We do not agree that it is necessary to supersede AD 93-01-15. We 
find that the revisions to this AD are sufficient to address the area 
of concern noted by the commenters.

Conclusion

    We have carefully reviewed the available data, including the 
comments received, and determined that air safety and the public 
interest require adopting the AD with the changes described previously. 
We have determined that these changes will neither increase the 
economic burden on any operator nor increase the scope of the AD.

Costs of Compliance

    There are about 321 airplanes of the affected design in the 
worldwide fleet. This AD affects about 139 airplanes of U.S. registry. 
The following table provides the estimated costs for U.S. operators to 
comply with this AD. The average labor rate is $80 per work hour.

                                                 Estimated Costs
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                  Action                    Work hours       Cost per airplane                Fleet cost
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Inspection to determine the configuration            1  $80........................  $11,120.
 of the airplane, and to determine
 previous inspection method.
Configuration 1, per inspection cycle....           11  $880, per inspection cycle.  Up to $122,320, per
                                                                                      inspection cycle.
Configuration 2, per inspection cycle....            5  $400, per inspection cycle.  Up to $55,600, per
                                                                                      inspection cycle.
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Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD 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.
    For the reasons discussed above, I certify that this AD:
    (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

[[Page 60235]]

    (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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket. See the ADDRESSES 
section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The Federal Aviation Administration (FAA) amends Sec.  39.13 by 
adding the following new airworthiness directive (AD):

2007-21-18 McDonnell Douglas: Amendment 39-15236. Docket No. FAA-
2007-27777; Directorate Identifier 2006-NM-265-AD.

Effective Date

    (a) This AD becomes effective November 28, 2007.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to McDonnell Douglas Model DC-8-53, DC-8-55, 
DC-8-61, DC-8-61F, DC-8-62, DC-8-62F, DC-8-63, DC-8-63F, DC-8-71, 
DC-8-71F, DC-8-72, DC-8-72F, DC-8-73, DC-8-73F, DC-8F-54, and DC-8F-
55 airplanes, certificated in any category; as identified in Boeing 
Alert Service Bulletin DC8-53A081, dated November 14, 2006.

Unsafe Condition

    (d) This AD results from a report indicating that numerous 
operators have found cracks on the tee installed on the left and 
right side of the flat aft pressure bulkhead from Longeron 9 to 
Longeron 13. We are issuing this AD to detect and correct stress 
corrosion cracking of the tee or angle doubler installed on the flat 
aft pressure bulkhead. Cracking in this area could continue to 
progress and damage the adjacent structure, which could result in 
loss of structural integrity of the airplane.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Inspections and Related Investigative/Corrective Actions

    (f) For all airplanes: Within 24 months after the effective date 
of this AD, inspect the left and right sides of the flat aft 
pressure bulkhead to determine if a repair has been installed. As 
noted in Boeing Alert Service Bulletin DC8-53A081, dated November 
14, 2006, Configuration 1 applies to airplanes with no repairs 
installed; Configuration 2 applies to airplanes with repairs 
installed in accordance with DC-8 Structural Repair Manual (SRM) 53-
2-5, Figure 9; and Configuration 3 applies to airplanes with repairs 
that are not installed in accordance with DC-8 SRM 53-2-5, Figure 9. 
A review of airplane maintenance records is acceptable in lieu of 
this inspection if the applicable installation can be conclusively 
determined from that review.
    (1) For airplanes determined to be either Configuration 1 or 
Configuration 2: Within 24 months after the effective date of this 
AD, do the applicable inspection for cracking of the tee or angle 
doubler, and do all applicable corrective actions before further 
flight, by accomplishing all the actions specified in the 
Accomplishment Instructions of Boeing Alert Service Bulletin DC8-
53A081, dated November 14, 2006. Repeat the applicable inspection 
thereafter at the applicable interval specified in Paragraph 1.E, 
``Compliance,'' of Boeing Alert Service Bulletin DC8-53A081, dated 
November 14, 2006. Where the service bulletin specifies to do the 
pressure test, that action is not required by this AD.
    (2) For airplanes determined to be Configuration 1 airplanes: A 
review of the airplane maintenance records to determine if the tee 
was previously inspected using one of the three inspection methods 
specified in the DC-8 Supplemental Inspection Document (SID) L26-
011, Volume II, 53-10-18, and to determine that no crack was found, 
is acceptable to determine the type of inspection and corresponding 
repetitive interval if the inspection type and crack finding can be 
conclusively determined from that review.
    (3) For airplanes determined to be Configuration 3 airplanes: 
Within 24 months after the effective date of this AD, repair the 
previous installation. Where Boeing Alert Service Bulletin DC8-
53A081, dated November 14, 2006, specifies to contact Boeing for 
instructions, repair using a method approved in accordance with the 
procedures specified in paragraph (g) of this AD.

Alternative Methods of Compliance (AMOCs)

    (g)(1) The Manager, Los Angeles Aircraft Certification Office 
(ACO), FAA, has the authority to approve AMOCs for this AD, if 
requested in accordance with the procedures found in 14 CFR 39.19.
    (2) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Before using any approved AMOC on any airplane to which the AMOC 
applies, notify your appropriate principal inspector (PI) in the FAA 
Flight Standards District Office (FSDO), or lacking a PI, your local 
FSDO.
    (3) An AMOC that provides an acceptable level of safety may be used 
for any repair required by this AD, if it is approved by an Authorized 
Representative for the Boeing Commercial Airplanes Delegation Option 
Authorization Organization who has been authorized by the Manager, Los 
Angeles ACO, to make those findings. For a repair method to be 
approved, the repair must meet the certification basis of the airplane 
and 14 CFR 25.571, Amendment 45, and the approval must specifically 
refer to this AD.
    (4) Inspections and repairs required by this AD of specified areas 
of Principal Structural Elements (PSEs) 53.08.009 and 53.08.010 are 
acceptable for compliance with the applicable requirements of 
paragraphs (a) and (b) of AD 93-01-15, amendment 39-8469, including the 
reporting requirements for those specified areas. The remaining areas 
of the affected PSEs must continue to be inspected and repaired, as 
applicable, in accordance with AD 93-01-15.
    (5) AMOCs for repairs granted previously in accordance with AD 93-
01-15 are acceptable for compliance with the corresponding actions 
required by this AD.

Material Incorporated by Reference

    (h) You must use Boeing Alert Service Bulletin DC8-53A081, dated 
November 14, 2006, to perform the actions that are required by this AD, 
unless the AD specifies otherwise. The Director of the Federal Register 
approved the incorporation by reference of this document in accordance 
with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Boeing Commercial 
Airplanes, Long Beach Division, 3855 Lakewood Boulevard, Long Beach, 
California 90846, Attention: Data and Service Management, Dept. C1-L5A 
(D800-0024), for a copy of this service information. You may review 
copies at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, 
SW., Renton, Washington; or at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.


[[Page 60236]]


    Issued in Renton, Washington, on October 9, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E7-20464 Filed 10-23-07; 8:45 am]
BILLING CODE 4910-13-P