[Federal Register Volume 61, Number 161 (Monday, August 19, 1996)]
[Rules and Regulations]
[Pages 42779-42781]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-20870]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 95-NM-115-AD; Amendment 39-9716; AD 96-17-07]
RIN 2120-AA64
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: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain McDonnell Douglas Model DC-8 series airplanes,
that requires an inspection to detect cracking of the swivel bogie beam
lugs, and repair, if necessary. For airplanes on which no cracking is
found, this amendment also requires an inspection to detect corrosion
of the swivel pin lug surfaces and bores, and modification of the
forward bogie beams. This amendment 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 this
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 collapse of the MLG during landing.
DATES: Effective September 23, 1996.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of September 23, 1996.
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). 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, Transport Airplane Directorate, Los Angeles
Aircraft Certification Office (ACO), 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: 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: 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-8 series airplanes was published in the Federal Register as a
supplemental notice of proposed rulemaking on November 1, 1995 (60 FR
55496). That action proposed to 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, that action also proposed to require a
visual inspection to detect corrosion of the swivel pin lug surfaces
and bores, and modification of the forward bogie beams.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the single comment received.
Request To Revise Proposed Compliance Times
The commenter states that the actions described in McDonnell
Douglas S.B. 32-182 (the service information referenced in the proposed
rule) should be accomplished at gear overhaul.
The FAA infers that the commenter requests the compliance times be
revised to reflect the intervals for gear overhaul. The FAA does not
concur that the compliance times need to be revised in this AD. In
developing an appropriate compliance time for this AD, the FAA
considered not only the manufacturer's recommendation as to an
appropriate compliance time, but the degree of urgency associated with
addressing the subject unsafe condition, and the intervals for gear
overhaul of the majority of affected operators. In addition, paragraph
(a)(2) of the AD provides a grace period for those operators that may
have accomplished a gear overhaul just prior to the effective date of
this AD, or that may be required to accomplish such an overhaul soon
after this AD becomes effective. However, under the provisions of
paragraph (e) of the final rule, the FAA may approve requests for
adjustments to the compliance time if data are submitted to
substantiate that an adjustment would provide an acceptable level of
safety.
Conclusion
After careful review of the available data, including the comment
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule as proposed.
Cost Impact
There are approximately 148 McDonnell Douglas Model DC-8 series
airplanes of the affected design in the worldwide fleet. The FAA
estimates that 97 airplanes of U.S. registry will be affected by this
AD, that it will take approximately 83 work hours per airplane to
accomplish the required actions, and that the average labor rate is $60
per work hour. Based on these figures, the cost impact of the AD on
U.S. operators is estimated to be $483,060, or $4,980 per airplane.
The cost impact figure discussed above is 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.
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.
[[Page 42780]]
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:
96-17-07 McDonnell Douglas: Amendment 39-9716. Docket 95-NM-115-AD.
Applicability: Model DC-8 airplanes equipped with main landing
gears having 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 request approval for an
alternative method of compliance in accordance with paragraph (e) 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 prevent failure of the swivel-type bogie beam of the main
landing gear (MLG) due to stress corrosion, which could result in
collapse of the MLG during landing, accomplish the following:
(a) Perform a one-time 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 RO1, 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; or McDonnell Douglas Service
Bulletin DC8-32-182 RO1, 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. If the dimensions of the reworked swivel pin lug exceed
the limits 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.
(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. If the dimensions of the reworked swivel pin lug exceed
the limits 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.
(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 dimensions of the reworked swivel pin lug exceed
the limits 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.
(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 dimensions of the reworked swivel pin lug exceed
the limits 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; or
McDonnell Douglas Service Bulletin DC8-32-182 RO1, 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.
(g) The inspections and modification shall be done in accordance
with McDonnell Douglas DC-8 Service Bulletin 32-182, dated January
20, 1995; McDonnell Douglas DC-8 Service Bulletin DC8-32-182 RO1,
Revision 1, dated July 21, 1995; or McDonnell Douglas DC-8 Service
Bulletin DC8-32-182 RO2, Revision 02, dated August 30, 1995. 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 McDonnell Douglas Corporation, 3855
Lakewood Boulevard, Long Beach, California 90846, Attention:
Technical Publications Business Administration, Department C1-L51
(2-60). 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
[[Page 42781]]
Paramount Boulevard, Lakewood, California; or at the Office of the
Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.
(h) This amendment becomes effective on September 23, 1996.
Issued in Renton, Washington, on August 9, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-20870 Filed 8-16-96; 8:45 am]
BILLING CODE 4910-13-P
