[Federal Register Volume 61, Number 43 (Monday, March 4, 1996)]
[Rules and Regulations]
[Pages 8208-8211]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-4508]
=======================================================================
-----------------------------------------------------------------------
[[Page 8209]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-NM-118-AD; Amendment 39-9525; AD 96-05-01]
Airworthiness Directives; McDonnell Douglas Model DC-9-80 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This amendment supersedes an existing airworthiness directive
(AD), applicable to certain McDonnell Douglas Model DC-9-80 series
airplanes, that currently requires inspection and replacement of
certain suspect horizontal stabilizer primary trim motors. That AD was
prompted by an analysis which revealed that certain incorrectly
manufactured motor shafts could fail prematurely and, in turn, cause
the primary trim motor to fail. The actions specified in that AD are
intended to prevent such failures of the primary trim motor, which
could ultimately result in reduced controllability of the airplane.
This amendment expands the applicability of the existing AD to include
additional affected airplanes.
DATES: Effective April 3, 1996.
The incorporation by reference of certain other publications listed
in the regulations is approved by the Director of the Federal Register
as of April 3, 1996.
The incorporation by reference of McDonnell Douglas MD-80 Alert
Service Bulletin A27-342, dated August 4, 1994, was approved previously
by the Director of the Federal Register as of April 3, 1996 (60 FR
15034, March 22, 1995).
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); or from Sundstrand
Aerospace, 4747 Harrison Avenue, P.O. Box 7002, Rockford, Illinois
61125-7002. 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: Walter Eierman, Aerospace Engineer,
Systems and Equipment Branch, ANM-130L, FAA, Los Angeles Aircraft
Certification Office, 3960 Paramount Boulevard, Lakewood, California
90712; telephone (310) 627-5336; fax (310) 627-5210.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) by superseding AD 95-06-04,
amendment 39-9174 (60 FR 15034, March 22, 1995), which is applicable to
McDonnell Douglas Model DC-9-80 series airplanes, was published in the
Federal Register on September 26, 1995 (60 FR 49525). That action
proposed to continue to require the current inspections and replacement
of certain suspect horizontal stabilizer primary trim motors. That
action also proposed to expand the applicability of the current AD to
include additional affected airplanes.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Three commenters support the proposal.
One commenter requests that the proposal be revised to allow
operators to conduct a records search, rather than a visual inspection,
to determine if the subject motor is installed on the airplane. This
commenter, an operator of affected airplanes, states that it tracks the
subject motors by the manufacturer's serial number, which enables it to
identify quickly the location of any of the subject motors at any given
time. Therefore, the commenter considers that, in lieu of requiring it
(and possibly other operators) to apply for an alternative method of
compliance with the AD, the final rule should provide for this
alternative action.
The FAA concurs with the commenter's request. The final rule has
been revised to provide for the option of conducting a records search
to determine if the motor installed on the airplane is identified with
one of the suspect serial numbers.
Two commenters request that the proposed AD be revised to preclude
operators from having to reinspect for units that were previously
modified and re-identified (i.e., in accordance with Sundstrand Service
Bulletin 9590-27-012). One of these commenters points out that these
units require an overhaul every 3,500 hours; at that time they are
removed from the airplane and, after overhaul, may be installed on a
different airplane or placed in spare status (pending installation on
another airplane). One commenter points out that the proposed AD does
not take into account the situation where a unit originally installed
on an airplane subject to AD 95-06-04 may be removed from that airplane
and later installed on another airplane that is subject to the proposed
AD. If this situation occurs, the commenter is concerned that operators
will be required to duplicate inspections and other actions
unnecessarily.
The FAA concurs that some clarification is necessary. As for motors
modified (and re-identified) in accordance with Sundstrand Service
Bulletin 9590-27-012, the final rule allows for their installation on
airplanes that are subject to either AD 95-06-04 or this new AD. If a
modified unit is installed on any of these airplanes no further action,
including any duplicating ``re-identification,'' is required by the AD.
In order to make this eminently clear, the FAA has revised paragraphs
(a) and (b) of the final rule to specify that, if the trim motor
installed on the airplane has been modified previously in accordance
with the applicable Sundstrand service bulletin, no further action is
required.
As for the possibility of suspect units being installed as spares,
the FAA is not certain that this possibility would occur, since the FAA
has been advised that apparently all motors affected by AD 95-06-04
have been modified. However, the FAA has added paragraph (c) to the
final rule to preclude the future installation, on any airplane, of a
motor having one of the suspect serial numbers.
As for duplicating inspections, as discussed above, the FAA has
revised the final rule to allow operators to conduct a records search,
in lieu of a visual inspection, to determine if the suspect motor is
installed. A records search would expedite the determination as to
whether or not a suspect unit is installed; it would also be far less
expensive to accomplish than a visual inspection of the airplane.
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.
There are approximately 142 Model DC-9-80 series airplanes of the
affected design in the worldwide fleet. The FAA estimates that a total
of 73 airplanes of
[[Page 8210]]
U.S. registry will be affected by this proposed AD.
The inspection of the horizontal stabilizer primary trim motor is
expected to take approximately 1 work hour per airplane to accomplish,
at an average labor rate of $60 per work hour. Based on these figures,
the cost impact of this requirement is estimated to be $60 per
airplane.
The inspection specified in this rule previously was required by AD
95-06-04, which was applicable to approximately 13 U.S.-registered
airplanes. Based on the figures discussed above, the cost impact of the
current inspection requirements of that AD on U.S. operators of those
13 airplanes is estimated to be $780. In consideration of the
compliance time and effective date of AD 95-06-04, the FAA assumes that
the operators of the 13 airplanes subject to that AD have already
initiated the required actions. This new AD action will add no new
costs associated with those airplanes.
This new AD is applicable to approximately 60 additional airplanes.
Based on the figures discussed above, the new (inspection) costs to
U.S. operators that will be imposed by this new AD are estimated to be
$3,600. This figure is based on assumptions that no operator of these
additional airplanes 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.
Should an operator elect to replace a suspect motor, that action
will require 5 work hours to accomplish, at an average labor rate of
$60 per work hour. Required parts will be provided by Sundstrand
Electric Power Systems (the manufacturer of the horizontal stabilizer
primary trim motors) at no charge to operators. Based on these figures,
the cost impact on U.S. operators for the replacement of a suspect
motor is estimated to be $300 per airplane.
Should an operator elect to modify a suspect motor, that action
will require 4 work hours to disassemble, modify, reassemble, and test
the motor (excluding removal and reinstallation of the motor from the
airplane). The average labor rate is $60 per work hour. Required parts
will be provided by Sundstrand at no charge to operators. Based on
these figures, the cost impact on U.S. operators for the modification
of a suspect motor is estimated to be $240 per airplane.
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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing amendment 39-9174 (60 FR
15034, March 22, 1995), and by adding a new airworthiness directive
(AD), amendment 39-9525, to read as follows:
96-05-01 McDonnell Douglas: Amendment 39-9525. Docket 95-NM-118-AD.
Supersedes AD 95-06-04, Amendment 39-9174.
Applicability: Model DC-9-80 series airplanes; as listed in
McDonnell Douglas MD-80 Alert Service Bulletin A27-342, dated August
4, 1994, and in McDonnell Douglas MD-80 Alert Service Bulletin A27-
342, Revision 1, dated May 15, 1995; certificated in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
otherwise 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 (d) 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.
Note 2: Paragraph (a) of this AD merely restates the
requirements of paragraph (a) of AD 95-06-04, amendment 39-9174. As
allowed by the phrase, ``unless accomplished previously,'' if those
requirements of AD 95-06-04 have already been accomplished, this AD
does not require that those actions be repeated.
To prevent failure of the horizontal stabilizer primary trim
motor, accomplish the following:
(a) For airplanes listed in McDonnell Douglas MD-80 Alert
Service Bulletin A27-342, dated August 4, 1994: Within 6 months
after April 21, 1995 (the effective date of AD 95-06-04, amendment
39-9174), conduct either a visual inspection of the horizontal
stabilizer primary trim motor or a records search to determine if
the motor is identified with one of the suspect serial numbers
listed in McDonnell Douglas MD-80 Alert Service Bulletin A27-342,
dated August 4, 1994, or Revision 1, dated May 15, 1995. If a visual
inspection is conducted, it must be performed in accordance with the
procedures specified in the service bulletin.
(1) If the horizontal stabilizer primary trim motor is not
identified with a suspect serial number; or if the horizontal
stabilizer primary trim motor has been modified previously in
accordance with Sundstrand Service Bulletin 9590-27-012, dated
August 8, 1995; no further action is required by this AD.
(2) If the horizontal stabilizer primary trim motor is
identified with a suspect serial number and has not been modified
previously in accordance with Sundstrand Service Bulletin 9590-27-
012, dated August 8, 1995; prior to further flight, accomplish
either paragraph (a)(2)(i) or (a)(2)(ii) of this AD.
(i) Replace the motor in accordance with the McDonnell Douglas
alert service bulletin. Or
(ii) Modify the motor in accordance with Sundstrand Service
Bulletin 9590-27-012, dated August 8, 1995; and install the modified
motor in accordance with the McDonnell Douglas alert service
bulletin.
(b) For airplanes listed in McDonnell Douglas MD-80 Alert
Service Bulletin A27-342, Revision 1, dated May 15, 1995, and not
subject to paragraph (a) of this AD: Within 6 months after the
effective date of this AD, conduct either a visual inspection of the
horizontal stabilizer primary trim motor or a records search to
determine if the motor is identified with one of the suspect serial
numbers listed in McDonnell Douglas MD-80 Alert Service Bulletin
A27-342, Revision 1, dated May 15, 1995. If a visual inspection is
conducted, it must be performed in accordance with the procedures
specified in that service bulletin.
[[Page 8211]]
(1) If the horizontal stabilizer primary trim motor is not
identified with a suspect serial number; or if the horizontal
stabilizer primary trim motor has been modified previously in
accordance with Sundstrand Service Bulletin 9590-27-012, dated
August 8, 1995; no further action is required by this AD.
(2) If the horizontal stabilizer primary trim motor is
identified with a suspect serial number and has not been modified
previously in accordance with Sundstrand Service Bulletin 9590-27-
012, dated August 8, 1995; prior to further flight, accomplish
either paragraph (b)(2)(i) or (b)(2)(ii) of this AD.
(i) Replace the motor in accordance with the McDonnell Douglas
alert service bulletin. Or
(ii) Modify the motor in accordance with Sundstrand Service
Bulletin 9590-27-012, dated August 8, 1995; and install the modified
motor in accordance with the McDonnell Douglas alert service
bulletin.
(c) As of six months after the effective date of this AD, no
person shall install, on any airplane, a horizontal stabilizer
primary trim motor identified with one of the suspect serial numbers
listed in McDonnell Douglas MD-80 Alert Service Bulletin A27-342,
dated August 4, 1994, or Revision 1, dated May 15, 1995; unless that
motor has been modified in accordance with Sundstrand Service
Bulletin 9590-27-012, dated August 8, 1995.
(d) 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 Aircraft Certification
Office (ACO), FAA, Transport Airplane Directorate. 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.
(e) 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.
(f) The inspection and replacement shall be done in accordance
with McDonnell Douglas MD-80 Alert Service Bulletin A27-342, dated
August 4, 1994; and McDonnell Douglas MD-80 Alert Service Bulletin
A27-342, Revision 1, dated May 15, 1995, which contains the
following list of effective pages:
------------------------------------------------------------------------
Revision level
Page No. shown on page Date shown on page
------------------------------------------------------------------------
1-5, 7-10...................... 1............... May 15, 1995.
6.............................. Original........ Aug. 4, 1994.
------------------------------------------------------------------------
The modification shall be done in accordance with Sundstrand Service
Bulletin 9590-27-012, dated August 8, 1995. The incorporation by
reference of McDonnell Douglas MD-80 Alert Service Bulletin A27-342,
dated August 4, 1994, was approved previously by the Director of the
Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR part
51, as of April 21, 1995 (60 FR 15034, March 22, 1995). The
incorporation by reference of McDonnell Douglas MD-80 Alert Service
Bulletin A27-342, Revision 1, dated May 15, 1995; and Sundstrand
Service Bulletin 9590-27-012, dated August 8, 1995; 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); or from Sundstrand Aerospace, 4747
Harrison Avenue, P.O. Box 7002, Rockford, Illinois 61125-7002.
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.
(g) This amendment becomes effective on April 3, 1996.
Issued in Renton, Washington, on February 22, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-4508 Filed 3-1-96; 8:45 am]
BILLING CODE 4910-13-U
