[Federal Register Volume 64, Number 134 (Wednesday, July 14, 1999)]
[Rules and Regulations]
[Pages 37838-37841]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-17858]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 97-NM-49-AD; Amendment 39-11224; AD 99-15-05]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model DC-9-10, -20, -
30, -40, and -50
Series Airplanes, and C-9 (Military) Airplanes
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-9-10, -20, -30, -40,
and -50 series airplanes, and C-9 (military) airplanes, that requires a
one-time visual inspection to determine if all corners of the aft lower
cargo doorjamb have been previously modified. This amendment also
requires low frequency eddy current inspections to detect cracks of the
fuselage skin and doubler at all corners of the aft lower cargo
doorjamb, various follow-on repetitive inspections, and modification,
if necessary. This amendment is prompted by fatigue cracks found in the
fuselage skin and doubler at the corners of the aft lower cargo
doorjamb. The actions specified by this AD are intended to detect and
correct such fatigue cracking, which could result in rapid
decompression of the fuselage and
[[Page 37839]]
consequent reduced structural integrity of the airplane.
DATES: Effective August 18, 1999.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of August 18, 1999.
ADDRESSES: The service information referenced in this AD may be
obtained from The Boeing Company, Douglas Products Division, P.O. Box
1771, Long Beach, California 90846-1771, Attention: Business Unit
Manager, Contract Data Management, C1-255 (35-22). This information may
be examined at the Federal Aviation Administration (FAA), Transport
Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton,
Washington; FAA, Transport Airplane Directorate, 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: Wahib Mina, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification
Office, 3960 Paramount Boulevard, Lakewood, California 90712; telephone
(562) 627-5324; fax (562) 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-9-10, -20, -30, -40, and -50 series airplanes, and C-9 (military)
airplanes, was published in the Federal Register on August 11, 1997 (62
FR 42949). That action proposed to require a one-time visual inspection
to determine if all corners of the aft lower cargo doorjamb have been
previously modified. That action also proposed to require low frequency
eddy current inspections to detect cracks of the fuselage skin and
doubler at all corners of the aft lower cargo doorjamb, various follow-
on repetitive inspections, and modification, if necessary.
New Service Information
Since the issuance of the NPRM, McDonnell Douglas has issued
Service Bulletin DC9-53-278, Revision 01, dated April 29, 1999. That
service bulletin removes reference to a low frequency eddy current
inspection after doubler installation and changes the inspection to a
high frequency eddy current inspection. Other administrative changes
were also included in the revised service bulletin.
Consideration of 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.
Support for the Proposal
One commenter supports the proposal.
Request To Allow Designated Engineering Representative (DER)
Approval of Certain Repairs
One commenter requests that, rather than require approval of
Manager of the Los Angeles Aircraft Certification Office (ACO) for
certain repairs [cracking conditions beyond the allowable repair limits
specified in the proposal, and for existing repairs that are not
accomplished in accordance with the DC-9 Structural Repair Manual (SRM)
or Service Rework Drawings], a Boeing/Douglas Aircraft Division
Designated Engineering Representative (DER) be designated with the
authority to approve such repairs temporarily. The commenter states
that this would expedite the approval process yet ensure an adequate
level of safety since the Manager of the Los Angles ACO would have
final authority to approve the repair as a permanent repair. The
commenter states that if the FAA does not approve the temporary repair
as a permanent repair, it could then require any corrective action to
be accomplished, preferably at the next scheduled major maintenance
check.
The FAA does not concur. While DER's are authorized to determine
whether a design or repair method complies with a specific requirement,
they are not currently authorized to make the discretionary
determination as to what the applicable requirement is. However, the
FAA has issued a notice (N 8110.72, dated March 30, 1998), which
provides guidance for delegating authority to certain type certificate
holder structural DER's to approve alternative methods of compliance
for AD-required repairs and modifications of individual airplanes. The
FAA is currently working with The Boeing Company, Long Beach Division
(BLBD), to develop the implementation process for delegation of
approval of alternative methods of compliance in accordance with that
notice. Once this process is implemented, approval authority for
alternative methods of compliance can be delegated without revising the
AD.
Request to Revise Paragraph (c) of the Proposed AD
One commenter requests that paragraph (c) of the proposed AD be
revised to read as follows:
``(c) If the visual inspection required by paragraph (a) of this
AD reveals that the corners of the aft lower cargo doorjamb have
been modified by FAA-approved repairs other than the DC-9 SRM or
Service Rework Drawing, prior to further flight, accomplish an
initial Low Frequency Eddy Current (LFEC) inspection of the fuselage
skin adjacent to the repair.
(c)(i) If no cracks are detected, within (6) months after the
initial LFEC inspection, accomplish a repair approved by the
Manager, Los Angeles ACO.
(c)(ii) If cracks are detected, prior to further flight, repair
in accordance with a method approved by the Manager, Los Angeles
ACO.''
This commenter states that, as paragraph (c) of the AD is currently
worded, it will cause an unnecessary operational impact since FAA-
approved non-standard SRM or Service Rework Drawing repairs are known
to exist in this area of the doorjamb. The commenter contends that
obtaining approval for such repairs from the Los Angeles ACO, prior to
further flight, will be time consuming and will result in an
unwarranted extended ground time for the airplane.
The FAA does not concur with the commenter's request to revise
paragraph (c) of the AD. The FAA, in conjunction with the manufacturer,
has conducted further analysis of this issue. The FAA has determined
that, for cargo doorjambs that are found to be modified previously, but
not in accordance with the DC-9 SRM or Service Rework Drawing, an
initial LFEC inspection of the fuselage skin adjacent to those existing
repairs, as suggested by the commenter, will not detect any cracking
under the repairs. The FAA considers that, once cracking emerges from
under a repair, crack growth could rapidly occur. In light of these
findings, no change to the final rule is necessary.
Request to Revise DC-9 Supplemental Inspection Document (SID)
One commenter requests that, prior to issuance of the final rule,
the DC-9 SID be revised to incorporate the actions required by this AD.
The commenter states that such a revision will eliminate confusion
between the DC-9 SID and the AD. The FAA does not concur. The actions
required by this AD are necessary to detect and correct the identified
unsafe condition. After issuance of the final rule, the manufacturer
may revise the DC-9 SID.
[[Page 37840]]
Other Relevant Rulemaking
The FAA has revised the final rule to include a new paragraph (e).
This new paragraph states that accomplishment of the inspection
requirements of this AD constitutes terminating action for inspections
of Principal Structural Element (PSE) 53.09.035 [reference McDonnell
Douglas Model DC-9 Supplemental Inspection Document, Report No. L26-
008, Section 2 of Volume 1, Revision 5, dated July 1997, as required by
AD 96-13-03, amendment 39-9671 (61 FR 31009, June 19, 1996)]. Since
this new paragraph is being added, ``NOTE 3'' of the proposal, which
discussed the relation of this AD to AD 96-13-03 is no longer
necessary. Therefore, the FAA has removed ``NOTE 3'' of the proposal
and renumbered the NOTES in the final rule accordingly.
Other Changes to the Final Rule
Based on new information received from the manufacturer, the FAA
has revised the cost estimate for parts that would be needed if an
operator were to find it necessary to accomplish the modification
specified in this final rule. The Cost Impact section of the NPRM
stated that the estimated cost for those parts would be $692 to $990
per airplane. The revised figure for the estimated parts cost is $936
to $2007 per airplane. The final rule has been revised accordingly.
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 899 McDonnell Model DC-9-10, -20, -30, -40,
and -50 series airplanes, and C-9 (military) airplanes of the affected
design in the worldwide fleet. The FAA estimates that 622 airplanes of
U.S. registry will be affected by this AD.
It will take approximately 1 work hour per airplane to accomplish
the required visual inspection, at an average labor rate of $60 per
work hour. Based on these figures, the cost impact of the visual
inspection required by this AD on U.S. operators is estimated to be
$37,320, or $60 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.
Should an operator be required to accomplish the eddy current
inspections, it will 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 the eddy current inspections required
by this AD on U.S. operators is estimated to be $37,320, or $60 per
airplane.
Should an operator be required to accomplish the modification, it
will take approximately 14 work hours per airplane to accomplish, at an
average labor rate of $60 per work hour. Required parts would cost
approximately $936 or $2,807 per airplane, depending on the service kit
purchased. Based on these figures, the cost impact of the modification
required by this AD on U.S. operators is estimated to be $1,776 or
$3,647 per airplane.
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.
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:
99-15-05 McDonnell Douglas: Amendment 39-11224. Docket 97-NM-49-AD.
Applicability: Model DC-9-10, -20, -30, -40, and -50 series
airplanes, and C-9 (military) airplanes, as listed in McDonnell
Douglas DC-9 Service Bulletin DC9-53-278, dated November 4, 1996, or
McDonnell Douglas DC-9 Service Bulletin DC9-53-278, Revision 01,
dated April 29, 1999; 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 (f) 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 detect and correct fatigue cracking in the fuselage skin or
doubler at the corners of the aft lower cargo doorjamb, which could
result in rapid decompression of the fuselage and consequent reduced
structural integrity of the airplane, accomplish the following:
Note 2: Where there are differences between the service bulletin
and the AD, the AD prevails.
(a) Prior to the accumulation of 48,000 total landings, or
within 3,575 landings after the effective date of this AD, whichever
occurs later, perform a one-time visual inspection to determine if
the corners of the aft lower cargo doorjamb have been modified prior
to the effective date of this AD.
(b) If the visual inspection required by paragraph (a) of this
AD reveals that the corners of the aft lower cargo doorjamb have not
been modified: Prior to further flight, perform a low frequency eddy
current (LFEC) or x-ray inspection to detect cracks of the fuselage
skin and doubler at all corners of the aft lower cargo doorjamb, in
accordance with McDonnell Douglas Service Bulletin DC9-53-278, dated
November 4, 1996, or Revision 01, dated April 29, 1999.
(1) If no crack is detected during the LFEC or x-ray inspection
required by this paragraph, accomplish the requirements of either
paragraph (b)(1)(i) or (b)(1)(ii) of this AD.
[[Page 37841]]
(i) Option 1. Repeat the inspections as follows until paragraph
(b)(1)(ii) of this AD is accomplished:
(A) If the immediately preceding inspection was conducted using
LFEC techniques, conduct the next inspection within 3,575 landings.
(B) If the immediately preceding inspection was conducted using
x-ray techniques, conduct the next inspection within 3,075 landings.
(ii) Option 2. Prior to further flight, modify the corners of
the aft lower cargo doorjamb, in accordance with either service
bulletin. Prior to the accumulation of 28,000 landings after
accomplishment of that modification, perform a High Frequency Eddy
Current (HFEC) inspection to detect cracks on the skin adjacent to
the modification, in accordance with McDonnell Douglas Service
Bulletin DC9-53-278, Revision 01, dated April 29, 1999. Repeat the
HFEC inspection thereafter at intervals not to exceed 20,000
landings.
(A) If no crack is detected on the skin adjacent to the
modification during any HFEC or x-ray inspection required by
paragraph (b) of this AD, repeat the HFEC inspection thereafter at
intervals not to exceed 20,000 landings.
(B) If any crack is detected on the skin adjacent to the
modification during any HFEC or x-ray inspection required by this
paragraph, prior to further flight, repair it in accordance with a
method approved by the Manager, Los Angeles Aircraft Certification
Office (ACO), FAA, Transport Airplane Directorate.
(2) If any crack is found during any LFEC or x-ray inspection
required by paragraph (b) of this AD and the crack is 2 inches or
less in length: Prior to further flight, modify it in accordance
with McDonnell Douglas Service Bulletin DC9-53-278, Revision 01,
dated April 29, 1999. Prior to the accumulation of 28,000 landings
after accomplishment of the modification, perform an HFEC inspection
to detect cracks on the skin adjacent to the modification, in
accordance with the service bulletin.
(i) If no crack is detected during the HFEC inspection required
by this paragraph, repeat the HFEC inspection thereafter at
intervals not to exceed 20,000 landings.
(ii) If any crack is detected during the HFEC inspection
required by this paragraph, prior to further flight, repair it in
accordance with a method approved by the Manager, Los Angeles ACO.
(3) If any crack is found during any LFEC or x-ray inspection
required by this paragraph and the crack is greater than 2 inches in
length: Prior to further flight, repair it in accordance with a
method approved by the Manager, Los Angeles ACO.
(c) If the visual inspection required by paragraph (a) of this
AD reveals that the corners of the aft lower cargo doorjamb have
been modified, but not in accordance with the DC-9 Structural Repair
Manual (SRM) or Service Rework Drawing, prior to further flight,
repair it in accordance with a method approved by the Manager, Los
Angeles ACO.
(d) If the visual inspection required by paragraph (a) of this
AD reveals that the corners of the aft lower cargo doorjamb have
been modified in accordance with DC-9 SRM or Service Rework Drawing,
prior to the accumulation of 28,000 landings since accomplishment of
that modification, or within 3,500 landings after the effective date
of this AD, whichever occurs later, perform a HFEC inspection to
detect cracks on the skin adjacent to the modification, in
accordance with McDonnell Douglas Service Bulletin DC9-53-278,
Revision 01, dated April 29, 1999. Repeat the HFEC inspection
thereafter at intervals not to exceed 20,000 landings.
(1) If no crack is detected during any HFEC inspection required
by this paragraph, repeat the HFEC inspection thereafter at
intervals not to exceed 20,000 landings.
(2) If any crack is detected during any HFEC inspection required
by this paragraph, prior to further flight, repair it in accordance
with a method approved by the Manager, Los Angeles ACO.
(e) Accomplishment of the actions required by this AD
constitutes terminating action for inspections of Principal
Structural Element (PSE) 53.09.033 (reference McDonnell Douglas
Model DC-9 Supplemental Inspection Document, Report No. L26-008,
Section 2 of Volume 1, Revision 5, dated July 1997, as required by
AD 96-13-03, amendment 39-9671).
(f) 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.
(g) 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.
(h) Except as provided in paragraphs (b)(1)(ii)(B), (b)(2)(ii),
(b)(3), (c), and (d)(2) of this AD, the actions shall be done in
accordance with McDonnell Douglas Service Bulletin DC9-53-278, dated
November 4, 1996, and McDonnell Douglas Service Bulletin DC9-53-278,
Revision 01, dated April 29, 1999. 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
The Boeing Company, Douglas Products Division, P.O. Box 1771, Long
Beach, California 90846-1771, Attention: Business Unit Manager,
Contract Data Management, C1-255 (35-22). Copies may be inspected at
the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW.,
Renton, Washington; or at the Office of the Federal Register, 800
North Capitol Street, NW., suite 700, Washington, DC.
(i) This amendment becomes effective on August 18, 1999.
Issued in Renton, Washington, on July 7, 1999.
Vi L. Lipski,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-17858 Filed 7-13-99; 8:45 am]
BILLING CODE 4910-13-U
