[Federal Register Volume 59, Number 180 (Monday, September 19, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-23100]
[[Page Unknown]]
[Federal Register: September 19, 1994]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 94-NM-79-AD]
Airworthiness Directives; McDonnell Douglas Model DC-10 Series
Airplanes and KC-10A (Military) Airplanes
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 all McDonnell Douglas Model DC-10
series airplanes and KC-10A (military) airplanes. This proposal would
require inspections to detect cracking of H-11 attach bolts of the
upper vertical stabilizer and replacement of these bolts and associated
nuts with Inconel bolts and nuts. This proposal is prompted by reports
of failure of the attach bolts of the upper vertical stabilizer due to
stress corrosion. The actions specified by the proposed AD are intended
to prevent undetected cracked or failed attach bolts that may lead to
reduced structural integrity of the vertical stabilizer.
DATES: Comments must be received by November 10, 1994.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 94-NM-79-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, P.O. Box 1771, Long Beach,
California 90801-1771, Attention: Business Unit Manager, Technical
Administrative Support, Department L51, M.C. 2-98. This information may
be examined at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane
Directorate, Los Angeles Aircraft Certification Office, 3229 East
Spring Street, Long Beach, California.
FOR FURTHER INFORMATION CONTACT: Maureen Moreland, Aerospace Engineer,
Airframe Branch, ANM-121L, FAA, Transport Airplane Directorate, Los
Angeles Aircraft Certification Office, 3229 East Spring Street, Long
Beach, California; telephone (310) 988-5238; fax (310) 988-5210.
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 94-NM-79-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. 94-NM-79-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
On August 25, 1993, the FAA issued AD 93-17-09, Amendment 39-8680
(58 FR 54949, October 25, 1993), which is applicable to McDonnell
Douglas Model DC-10 series airplanes and KC-10A (military) airplanes.
That AD requires the implementation of a Structural Inspection Document
(SID) program of structural inspections to detect fatigue cracking, and
repair or replacement, as necessary, to ensure the continued
airworthiness of these airplanes as they approach the manufacturer's
original fatigue design life goal. AD 93-17-09 requires inspection of
the attach bolts of the upper vertical stabilizer [designated Principal
Structural Element (PSE) 55.10.001/002 in McDonnell Douglas Report
Number L26-012, ``DC-10 Supplemental Inspection Document,'' which is
referenced in that AD as the appropriate source of service information]
under the fleet leader operator sampling criteria. The fatigue life for
these attach bolts is (Nth) 119,334 flight hours. The sampling
period for this PSE started in September 1989, and will end in June
2001. Sampling inspections are to be accomplished within that interval
for airplanes in the candidate fleet that have accumulated more than
59,667 total flight hours (Nth/2).
The inspection threshold for the SID program was based upon a
fatigue analysis conducted by the manufacturer. The FAA is not aware of
any operator having, as yet, accomplished the inspection of these bolts
for the purpose of complying with the requirements of AD 93-17-09.
McDonnell Douglas has advised the FAA that the planning data contained
in Volume III of the SID will be revised to indicate that H-11 bolts
have been replaced with new Inconel bolts.
Since the issuance of that AD, operators of Model DC-10 series
airplanes have recently reported that the attach bolts of the upper
vertical stabilizer had failed on several in-service airplanes. These
failures had occurred on airplanes that had accumulated between 40,000
total flight hours and 67,000 total flight hours. The attach bolts and
associated nuts on these airplanes were made of H-11 material, which is
susceptible to failure due to stress corrosion. The FAA has determined
that replacement of the H-11 bolts and associated nuts with Inconel
bolts and associated nuts will eliminate the possibility of failure due
to stress corrosion. Failure of the attach bolts in the upper vertical
stabilizer, if not corrected, could compromise the structural integrity
of the vertical stabilizer.
The FAA has reviewed and approved Revision 1, dated March 8, 1991,
and Revision 2, dated August 4, 1994, of McDonnell Douglas DC-10
Service Bulletin 55-20, which describe procedures for repetitive
ultrasonic inspections at 12-month intervals to detect cracking in H-11
attach bolts of the upper vertical stabilizer, and replacement of H-11
attach bolts and associated nuts with Inconel attach bolts and
associated nuts.
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 ultrasonic inspections at 18-month intervals
to detect cracking in H-11 attach bolts of the upper vertical
stabilizer, and replacement of H-11 attach bolts and associated nuts
with Inconel attach bolts and associated nuts. The actions would be
required to be accomplished in accordance with the procedures specified
in the service bulletins described previously.
Although the referenced service bulletins recommend that these
inspections be performed at 12-month intervals, the FAA has determined
that 18-month intervals will not adversely affect safety and will allow
these repetitive inspections to be performed at a base during regularly
scheduled maintenance where special equipment and trained maintenance
personnel will be available.
There are approximately 426 McDonnell Douglas Model DC-10 series
airplanes and KC-10A (military) airplanes of the affected design in the
worldwide fleet. The FAA estimates that 269 airplanes of U.S. registry
would be affected by this proposed AD.
It would take approximately 2 work hours per airplane to accomplish
the proposed inspections at an average labor rate of $55 per work hour.
Based on these figures, the total cost impact of the inspections
proposed by this AD on U.S. operators is estimated to be $29,590, or
$110 per airplane, per inspection cycle.
It would take approximately 8 work hours per airplane to accomplish
the proposed replacements at an average labor rate of $55 per work
hour. Required parts would cost approximately $9,009 per airplane.
Based on these figures, the total cost impact of the replacements
proposed by this AD on U.S. operators is estimated to be $2,541,781, or
$9,449 per airplane.
Based on the above figures, the total cost impact of the
inspections and replacements proposed by this AD on U.S. operators is
estimated to be $2,571,371, or $9,559 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 FAA recognizes that the obligation to maintain aircraft in an
airworthy condition is vital, but sometimes expensive. Because AD's
require specific actions to address specific unsafe conditions, they
appear to impose costs that would not otherwise be borne by operators.
However, because of the general obligation of operators to maintain
aircraft in an airworthy condition, this appearance is deceptive.
Attributing those costs solely to the issuance of this AD is
unrealistic because, in the interest of maintaining safe aircraft, most
prudent operators would accomplish the required actions even if they
were not required to do so by the AD.
A full cost-benefit analysis has not been accomplished for this
proposed AD. As a matter of law, in order to be airworthy, an aircraft
must conform to its type design and be in a condition for safe
operation. The type design is approved only after the FAA makes a
determination that it complies with all applicable airworthiness
requirements. In adopting and maintaining those requirements, the FAA
has already made the determination that they establish a level of
safety that is cost-beneficial. When the FAA, as in this proposed AD,
makes a finding of an unsafe condition, this means that the original
cost-beneficial level of safety is no longer being achieved and that
the proposed actions are necessary to restore that level of safety.
Because this level of safety has already been determined to be cost-
beneficial, a full cost-benefit analysis for this proposed AD would be
redundant and unnecessary.
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. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
McDonnell Douglas: Docket 94-NM-79-AD.
Applicability: All Model DC-10-10, -10F, -15, -30, -30F, -40,
and -40F series airplanes, and KC-10A (military) airplanes;
certificated in any category.
Compliance: Required as indicated, unless accomplished
previously.
To prevent undetected cracked or failed attach bolts that may lead
to reduced structural integrity of the vertical stabilizer, accomplish
the following:
(a) Within 12 months after the effective date of this AD, perform
an ultrasonic inspection to detect cracking in the attach bolts of the
upper vertical stabilizer, in accordance with McDonnell Douglas DC-10
Service Bulletin 55-20, Revision 2, dated August 4, 1994, unless
accomplished within the last 18 months prior to the effective date of
this AD in accordance with McDonnell Douglas DC-10 Service Bulletin 55-
20, Revision 1, dated March 8, 1991, or Revision 2, dated August 4,
1994.
(1) If no cracking is detected in any bolt, repeat the
inspection of the uncracked bolt thereafter at intervals not to
exceed 18 months, until the requirements of paragraph (c) of this AD
are accomplished.
(2) If cracking is detected in any bolt, prior to further
flight, replace the cracked bolt and associated nut with a new
Inconel attach bolt and associated nut, in accordance with the
service bulletin. No further action is required by this AD for the
new Inconel bolts and associated nuts.
(b) Compliance with the inspections required by paragraph (a) of
this AD constitutes compliance with the inspections and reports
required by paragraph (b) of AD 93-17-09, Amendment 39-8680, for
Principal Structural Element (PSE) 55.10.001/002. However, after
installation of new Inconel bolts and associated nuts, in accordance
with the requirements of paragraphs (a) and (c) of this AD, PSE
55.10.001/002 must continue to be inspected in accordance with AD
93-17-09.
(c) Within 5 years after the effective date of this AD, replace
all H-11 attach bolts and associated nuts of the upper vertical
stabilizer with new Inconel attach bolts and associated nuts, in
accordance with McDonnell Douglas DC-10 Service Bulletin 55-20,
Revision 1, dated March 8, 1991; or Revision 2, dated August 4,
1994. Such replacement constitutes terminating action for the
requirements of this AD.
(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: 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.
Issued in Renton, Washington, on September 13, 1994.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 94-23100 Filed 9-16-94; 8:45 am]
BILLING CODE 4910-13-U
