[Federal Register Volume 60, Number 211 (Wednesday, November 1, 1995)]
[Proposed Rules]
[Pages 55496-55498]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-27076]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 95-NM-115-AD]
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: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to certain McDonnell Douglas Model
DC-8 series airplanes. This proposal would require an inspection to
detect cracking of the swivel bogie beam lugs, and repair, if
necessary. For airplanes on which no cracking is found, this proposal
also would require an inspection to detect corrosion of the swivel pin
lug surfaces and bores, and modification of the forward bogie beams.
This proposal 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 the proposed 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 a
collapse of the MLG during landing.
DATES: Comments must be received by December 28, 1995.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 95-NM-115-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except
Federal holidays.
The service information referenced in the proposed rule 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 FAA, Transport Airplane Directorate,
[[Page 55497]]
1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport
Airplane Directorate, Los Angeles Aircraft Certification Office (ACO),
3960 Paramount Boulevard, Lakewood, California.
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:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 95-NM-115-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-103, Attention: Rules
Docket No. 95-NM-115-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
The FAA has received numerous reports indicating that the swivel
pin lug of the forward bogie beam on certain main landing gears (MLG)
installed on McDonnell Douglas Model DC-8 series airplanes has failed.
The swivel pin lug failures have been attributed, in part, to overload
due to insufficient lubrication of the swivel pin lugs, which can be
prevented by proper and timely maintenance practices. The swivel pin
lug failures also have been attributed, in part, to cracks resulting
from stress corrosion. This stress corrosion usually occurs after
approximately 10,000 hours time-in-service. These conditions, if not
detected and corrected in a timely manner, could result in collapse/
failure of the MLG during landing.
The FAA has reviewed and approved McDonnell Douglas DC-8 Service
Bulletin 32-182, dated January 20, 1995; and McDonnell Douglas Service
Bulletin DC8-32-182, Revision 1, dated July 21, 1995, and Revision 2,
dated August 30, 1995, which describe procedures for a magnetic
particle inspection to detect cracking of the swivel bogie beam lugs.
For airplanes on which no cracking is found, these service bulletins
also describe procedures for a visual inspection to detect corrosion of
the swivel pin lug surfaces and bores, and modification of the forward
bogie beam. This modification involves removing corrosion and sulfamate
nickel or electroless nickel plating of the swivel pin lugs of the
forward bogie beam. Accomplishment of this modification will minimize
the possibility of failure or collapse of the landing gear due to
stress corrosion cracking.
Since an unsafe condition has been identified that is likely to
exist or develop on other products of this same type design, the
proposed AD would 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, the proposed AD also would require a visual inspection to
detect corrosion of the swivel pin lug surfaces and bores, and
modification of the forward bogie beams.
Repair of any cracking detected during the magnetic particle
inspection would be required to be accomplished in accordance with a
method approved by the FAA. The other proposed actions (inspections and
modification) would be required to be accomplished in accordance with
the service bulletins described previously.
There are approximately 148 Model DC-8 series airplanes of the
affected design in the worldwide fleet. The FAA estimates that 97
airplanes of U.S. registry would be affected by this proposed AD, that
it would take approximately 83 work hours per airplane to accomplish
the proposed actions, and that the average labor rate is $60 per work
hour. Based on these figures, the total cost impact of the proposed AD
on U.S. operators is estimated to be $483,060, or $4,980 per airplane.
The total cost impact figure discussed above is based on
assumptions that no operator has yet accomplished any of the proposed
requirements of this AD action, and that no operator would accomplish
those actions in the future if this AD were not adopted.
The regulations proposed herein would 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
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this proposed
regulation (1) is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under the DOT
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);
and (3) if promulgated, 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 copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
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), 40101, 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
McDonnell Douglas: Docket 95-NM-115-AD.
Applicability: Model DC-8 series airplanes equipped with main
landing gears having
[[Page 55498]]
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 use the authority
provided in paragraph (e) 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 failure of the swivel-type bogie beam of the main
landing gear (MLG) due to stress corrosion, which could result in a
collapse of the MLG during landing, accomplish the following:
(a) Perform a 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, 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; McDonnell Douglas Service Bulletin
DC8-32-182, 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.
(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. If the minimum thickness of the reworked swivel pin lug
exceeds the dimensions 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.
(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 minimum thickness of the reworked swivel pin lug
exceeds the dimensions 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;
McDonnell Douglas Service Bulletin DC8-32-182, 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.
Issued in Renton, Washington, on October 26, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-27076 Filed 10-31-95; 8:45 am]
BILLING CODE 4910-13-U
