Airworthiness Directives; McDonnell Douglas Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F Airplanes, 2062-2064 [05-615]

Download as PDF 2062 Federal Register / Vol. 70, No. 8 / Wednesday, January 12, 2005 / Proposed Rules Affected ADs (b) This AD supersedes AD 2001–17–24, amendment 39–12415 (66 FR 45572, August 29, 2001). Applicability (c) This AD applies to Boeing Model 707– 100 long body, –200, –100B long body, and –100B short body series airplanes; Model 707–300, –300B, –300C, and –400 series airplanes; and Model 720 and 720B series airplanes; certificated in any category; having line numbers 1 through 1012 inclusive. Unsafe Condition (d) This AD was prompted by a report indicating that a crack was found in a front spar fitting that had been replaced as part of the modification required by AD 2001–17– 24, amendment 39–12415. We are issuing this AD to detect and correct this cracking, which could result in reduced structural integrity of the engine nacelle, and consequent separation of an engine from the airplane. Compliance (e) You are responsible for having the actions required by this AD performed within the compliance times specified, unless the actions have already been done. Inspection (f) Prior to the accumulation of 3,500 total flight hours, or within 18 months after the effective date of this AD, whichever occurs later: Do a detailed inspection for cracking of the front spar fitting of the inboard and outboard nacelles according to the Accomplishment Instructions of Boeing Alert Service Bulletin A3514, dated July 29, 2004. Repeat the inspection thereafter at intervals not to exceed 700 flight hours. Note 1: There is no terminating action at this time for the repetitive inspections required by paragraph (f) of this AD. Replacement (g) If any cracking is found during any inspection required by paragraph (f) of this AD: Before further flight, replace the cracked front spar fitting with a new fitting, according to the Accomplishment Instructions of Boeing Alert Service Bulletin A3514, dated July 29, 2004. Parts Installation (h)(1) As of October 3, 2001 (the effective date of AD 2001–17–24, amendment 39– 12415), no person may install a front spar fitting, part number 65–2532 or 65–2532–5, on the outboard engine nacelle on any airplane. (2) As of the effective date of this AD, no person may install, on any airplane, a front spar fitting having a part number other than the part numbers specified in paragraph 2.C.2. of Boeing Alert Service Bulletin A3514, dated July 29, 2004. Alternative Methods of Compliance (AMOCs) (i)(1) The Manager, Seattle Aircraft Certification Office (ACO), FAA, has the authority to approve AMOCs for this AD, if requested in accordance with the procedures found in 14 CFR 39.19. VerDate jul<14>2003 17:43 Jan 11, 2005 Jkt 205001 (2) An AMOC that provides an acceptable level of safety may be used for any repair that is required by this AD, if it is approved by a Boeing Company Designated Engineering Representative who has been authorized by the Manager, Seattle ACO, to make those findings. For a repair method to be approved, the approval must specifically refer to this AD. Issued in Renton, Washington, on December 30, 2004. Kevin M. Mullin, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 05–537 Filed 1–11–05; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–20034; Directorate Identifier 2004–NM–178–AD] RIN 2120–AA64 Airworthiness Directives; McDonnell Douglas Model DC–10–10, DC–10–10F, DC–10–15, DC–10–30, DC–10–30F (KC– 10A and KDC–10), DC–10–40, DC–10– 40F, MD–10–10F, MD–10–30F, MD–11, and MD–11F Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) for certain McDonnell Douglas transport category airplanes. This proposed AD would require doing repetitive detailed inspections for accumulation of debris (blockage) of the drain holes of the pitot tubes, and cleaning if any evidence of debris is found. This proposed AD is prompted by reports of blocked drain holes of the pitot tubes. We are proposing this AD to prevent blocked drain holes of the pitot tubes, which could result in the accumulation of water in the pitot-static system and consequent failure of that system. Failure of the pitot-static system could result in erroneous airspeed indications in the cockpit and consequent loss of airspeed control. DATES: We must receive comments on this proposed AD by February 28, 2005. ADDRESSES: Use one of the following addresses to submit comments on this proposed AD. • DOT Docket Web site: Go to https://dms.dot.gov and follow the instructions for sending your comments electronically. PO 00000 Frm 00036 Fmt 4702 Sfmt 4702 • Government-wide rulemaking Web site: Go to https://www.regulations.gov and follow the instructions for sending your comments electronically. • Mail: Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street, SW., Nassif Building, room PL–401, Washington, DC 20590. • By fax: (202) 493–2251. • Hand Delivery: Room PL–401 on the plaza level of the Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this proposed AD, contact Boeing Commercial Airplanes, Long Beach Division, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Data and Service Management, Dept. C1–L5A (D800– 0024). You can examine the contents of this AD docket on the Internet at https:// dms.dot.gov, or in person at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street, SW., room PL–401, on the plaza level of the Nassif Building, Washington, DC. This docket number is FAA–2005– 20034; the directorate identifier for this docket is 2004–NM–178–AD. FOR FURTHER INFORMATION CONTACT: Technical information: Brett Portwood, Aerospace Engineer, Systems and Equipment Branch, ANM–130L, FAA, Los Angeles Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood, California 90712–4137; telephone (562) 627–5350; fax (562) 627–5210. Plain language information: Marcia Walters, marcia.walters@faa.gov. SUPPLEMENTARY INFORMATION: Docket Management System (DMS) The FAA has implemented new procedures for maintaining AD dockets electronically. As of May 17, 2004, new AD actions are posted on DMS and assigned a docket number. We track each action and assign a corresponding directorate identifier. The DMS AD docket number is in the form ‘‘Docket No. FAA–2005–99999.’’ The Transport Airplane Directorate identifier is in the form ‘‘Directorate Identifier 2005–NM– 999–AD.’’ Each DMS AD docket also lists the directorate identifier (‘‘Old Docket Number’’) as a cross-reference for searching purposes. Comments Invited We invite you to submit any relevant written data, views, or arguments regarding this proposed AD. Send your comments to an address listed under ADDRESSES. Include ‘‘Docket No. FAA– E:\FR\FM\12JAP1.SGM 12JAP1 Federal Register / Vol. 70, No. 8 / Wednesday, January 12, 2005 / Proposed Rules 2005–20034; Directorate Identifier 2004–NM–178–AD’’ in the subject line of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the proposed AD. We will consider all comments submitted by the closing date and may amend the proposed AD in light of those comments. We will post all comments we receive, without change, to https:// dms.dot.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact with FAA personnel concerning this proposed AD. Using the search function of that website, anyone can find and read the comments in any of our dockets, including the name of the individual who sent the comment (or signed the comment on behalf of an association, business, labor union, etc.). You can review DOT’s complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477–78), or you can visit https:// dms.dot.gov. We are reviewing the writing style we currently use in regulatory documents. We are interested in your comments on whether the style of this document is clear, and your suggestions to improve the clarity of our communications that affect you. You can get more information about plain language at https://www.faa.gov/language and https:// www.plainlanguage.gov. Examining the Docket You can examine the AD docket on the Internet at https://dms.dot.gov, or in person at the Docket Management Facility office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Management Facility office (telephone (800) 647–5227) is located on the plaza level of the Nassif Building at the DOT street address stated in the ADDRESSES section. Comments will be available in the AD docket shortly after the DMS receives them. Discussion On November 6, 1996, a McDonnell Douglas Model MD–11 airplane departed the end of the runway after landing in instrument meteorological conditions in Buenos Aires, Argentina. During approach to landing, the flight crew had several in-flight advisories, and the airplane excessively vibrated. The vibration was attributed to a flap overspeed condition caused by erroneous airspeed indications. Investigation revealed that the pitotstatic system had accumulated a VerDate jul<14>2003 17:43 Jan 11, 2005 Jkt 205001 significant amount of water. The drain holes on two of the three pitot tubes were completely blocked by debris. The third pitot tube had one drain hole totally blocked and the other hole partially blocked. In 1997, a similar incident of blocked drain holes of the pitot tubes occurred on another Model MD–11 airplane. Although the design of the pitot-static system was reviewed and found to meet FAA regulations, we determined that the maintenance task cards used by operators lacked sufficient detail about inspecting the drain holes of the pitot tubes. To correct this, in 2002, Boeing issued a report recommending additional maintenance actions. Since then there have been additional similar incidents, indicating that the manufacturer’s recommendations have not been fully implemented. Blocked drain holes of the pitot tubes, if not corrected, could result in the accumulation of water in the pitot-static system and consequent failure of that system. Failure of the pitot-static system could result in erroneous airspeed indications in the cockpit and consequent loss of airspeed control. FAA’s Determination and Requirements of the Proposed AD We have evaluated all pertinent information and identified an unsafe condition that is likely to exist or develop on other airplanes of this same type design. Therefore, we are proposing this AD, which would require doing repetitive detailed inspections (i.e., visual and forced-air checks) for accumulation of debris (blockage) of the drain holes of the pitot tubes, and cleaning if any evidence of debris is found. These inspections must be done by certificated maintenance personnel. Costs of Compliance There are about 314 airplanes of the affected design in the worldwide fleet. This proposed AD would affect about 216 airplanes of U.S. registry. The proposed inspections would take about 2 work hours per airplane, at an average labor rate of $65 per work hour. Based on these figures, the estimated cost of the proposed AD for U.S. operators is $28,080, or $130 per airplane, per inspection cycle. Authority for This Rulemaking Title 49 of the United States Code specifies the FAA’s authority to issue rules on aviation safety. Subtitle I, Section 106, describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the Agency’s authority. PO 00000 Frm 00037 Fmt 4702 Sfmt 4702 2063 We are issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701, ‘‘General requirements.’’ Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We have determined that this proposed AD would not have federalism implications under Executive Order 13132. This proposed AD would not have a substantial direct effect 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. For the reasons discussed above, I certify that the 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. 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. We prepared a regulatory evaluation of the estimated costs to comply with this proposed AD. See the ADDRESSES section for a location to examine the regulatory evaluation. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Safety. The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 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. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): McDonnell Douglas: Docket No. FAA–2005– 20034; Directorate Identifier 2004–NM– 178–AD. E:\FR\FM\12JAP1.SGM 12JAP1 2064 Federal Register / Vol. 70, No. 8 / Wednesday, January 12, 2005 / Proposed Rules Comments Due Date (a) The Federal Aviation Administration (FAA) must receive comments on this AD action by February 28, 2005. Affected ADs (b) None. Applicability (c) This AD applies to all McDonnell Douglas Model DC–10–10, DC–10–10F, DC– 10–15, DC–10–30, DC–10–30F (KC–10A and KDC–10), DC–10–40, DC–10–40F, MD–10– 10F, MD–10–30F, MD–11, and MD–11F airplanes; certificated in any category. Unsafe Condition (d) This AD was prompted by reports of blocked drain holes of the pitot tubes. We are issuing this AD to prevent blocked drain holes of the pitot tubes, which could result in the accumulation of water in the pitotstatic system and consequent failure of that system. Failure of the pitot-static system could result in erroneous airspeed indications in the cockpit and consequent loss of airspeed control. AD. The forced air check must be done by certificated maintenance personnel. Note 3: Exercise care in checking pitot tubes to prevent severe burns to your hands. (1) Make certain that the pitot heat is off and the pitot tubes are not hot. Note 4: Excessive, as well as sudden, pressurization or depressurization applied to a pitot system by either method can cause damage to instruments. Do not exceed 9.0 pounds per square inch (psi) or 550 knots when pressurizing the system. Do not exceed 1.0 psi per second or 90 knots per second when pressurizing or depressurizing the system. (2) Three methods are given in Table 1 of this AD. Only one test must be done and all are equivalent. TABLE 1.—THREE TEST METHODS Method Description (i) 1 ................. (A) Install a 9/16 inch (14 millimeter (mm)) inner diameter hose approximately three feet (1 meter) long to the end of the pitot tube; and (B) Use the hose to carefully blow air (using your mouth) into the pitot tube. (A) Connect an air pressure source (dry Nitrogen) to the pitot tubes; and (B) Adjust the pressure source to 5-psi maximum. (A) Connect a pitot static test set; and (B) Adjust it to 450 knots at 0-feet altitude maximum. Compliance (e) You are responsible for having the actions required by this AD performed within the compliance times specified, unless the actions have already been done. Repetitive Inspections (f) Within 90 days after the effective date of this AD, do a detailed inspection for accumulation of debris (blockage) of the drain holes of the pitot tubes in accordance with paragraphs (g) and (h) of this AD. The actions required by paragraph (g) must be done before those in paragraph (h) of this AD. Repeat the inspection thereafter at intervals not to exceed 650 flight hours. Note 1: For the purposes of this AD, a detailed inspection is ‘‘an intensive examination of a specific item, installation, or assembly to detect damage, failure, or irregularity. Available lighting is normally supplemented with a direct source of good lighting at an intensity deemed appropriate. Inspection aids such as mirrors magnifying lenses, etc. may be necessary. Surface cleaning and elaborate procedures may be required.’’ Visual Check (g) Do a visual check in accordance with paragraphs (g)(1) through (g)(3) of this AD. The visual check must be done by certificated maintenance personnel. (1) Make certain that the pitot heat is off and the pitot tubes are not hot. Note 2: Caution. Exercise care in checking pitot tubes to prevent severe burns to your hands. (2) Attempt to look through the left and right drain holes of each pitot tube. (3) Make sure that ambient light (or flashlight) is visible through both drain holes of each pitot tube. Forced Air Check (h) Do a forced air check in accordance with paragraphs (h)(1) through (h)(3) of this VerDate jul<14>2003 17:43 Jan 11, 2005 Jkt 205001 (ii) 2 ................ (iii) 3 ............... (3) Check for airflow out of each drain hole. Make sure that you do not cover the drain holes when checking. Special Test Equipment (i) If test method 3 in paragraph (h)(2)(iii) of this AD is used, an air data line tester with pitot and static port adapters is required. Corrective Action (j) If any evidence of drain hole blockage (e.g., air exiting from any pitot drain hole cannot be felt on the hand) is found during any inspection required by paragraph (f), (g), or (h) of this AD, before further flight, clean the hole in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA. Chapter 34–11–02 of the applicable Boeing airplane maintenance manual is one approved method. Alternative Methods of Compliance (AMOCs) (k) The Manager, Los Angeles ACO, FAA, has the authority to approve AMOCs for this AD, if requested in accordance with the procedures found in 14 CFR 39.19. PO 00000 Frm 00038 Fmt 4702 Sfmt 4702 Issued in Renton, Washington, on December 30, 2004. Kevin M. Mullin, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 05–615 Filed 1–11–05; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–20026; Directorate Identifier 2004–NM–150–AD] RIN 2120–AA64 Airworthiness Directives; Boeing Model 767–400ER, 777–200, and 777– 300 Series Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) for certain Boeing Model 767–400ER, 777– 200, and 777–300 series airplanes. This proposed AD would require replacing, with new parts, the existing tie-down fitting studs that secure galleys, purser work stations, and closets to the seat tracks. This proposed AD is prompted by a report that tie-down fitting studs were found damaged. We are proposing this AD to prevent a galley, purser work station, or closet from detaching from the tie-down fitting studs during an emergency landing, which could injure passengers or crewmembers, or obstruct escape routes and impede emergency evacuation. We must receive comments on this proposed AD by February 28, 2005. ADDRESSES: Use one of the following addresses to submit comments on this proposed AD. • DOT Docket Web site: Go to https://dms.dot.gov and follow the instructions for sending your comments electronically. • Government-wide rulemaking Web site: Go to https://www.regulations.gov and follow the instructions for sending your comments electronically. • Mail: Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street SW, Nassif Building, room PL–401, Washington, DC 20590. • By fax: (202) 493–2251. • Hand Delivery: Room PL–401 on the plaza level of the Nassif Building, 400 Seventh Street SW, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. DATES: E:\FR\FM\12JAP1.SGM 12JAP1

Agencies

[Federal Register Volume 70, Number 8 (Wednesday, January 12, 2005)]
[Proposed Rules]
[Pages 2062-2064]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-615]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-20034; Directorate Identifier 2004-NM-178-AD]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-10-10, DC-
10-10F, DC-10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, 
DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for certain McDonnell Douglas transport category airplanes. This 
proposed AD would require doing repetitive detailed inspections for 
accumulation of debris (blockage) of the drain holes of the pitot 
tubes, and cleaning if any evidence of debris is found. This proposed 
AD is prompted by reports of blocked drain holes of the pitot tubes. We 
are proposing this AD to prevent blocked drain holes of the pitot 
tubes, which could result in the accumulation of water in the pitot-
static system and consequent failure of that system. Failure of the 
pitot-static system could result in erroneous airspeed indications in 
the cockpit and consequent loss of airspeed control.

DATES: We must receive comments on this proposed AD by February 28, 
2005.

ADDRESSES: Use one of the following addresses to submit comments on 
this proposed AD.
     DOT Docket Web site: Go to https://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-wide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility, U.S. Department of 
Transportation, 400 Seventh Street, SW., Nassif Building, room PL-401, 
Washington, DC 20590.
     By fax: (202) 493-2251.
     Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Boeing Commercial Airplanes, Long Beach Division, 3855 Lakewood 
Boulevard, Long Beach, California 90846, Attention: Data and Service 
Management, Dept. C1-L5A (D800-0024).
    You can examine the contents of this AD docket on the Internet at 
https://dms.dot.gov, or in person at the Docket Management Facility, 
U.S. Department of Transportation, 400 Seventh Street, SW., room PL-
401, on the plaza level of the Nassif Building, Washington, DC. This 
docket number is FAA-2005-20034; the directorate identifier for this 
docket is 2004-NM-178-AD.

FOR FURTHER INFORMATION CONTACT:
    Technical information: Brett Portwood, Aerospace Engineer, Systems 
and Equipment Branch, ANM-130L, FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137; 
telephone (562) 627-5350; fax (562) 627-5210.
    Plain language information: Marcia Walters, marcia.walters@faa.gov.

SUPPLEMENTARY INFORMATION: 

Docket Management System (DMS)

    The FAA has implemented new procedures for maintaining AD dockets 
electronically. As of May 17, 2004, new AD actions are posted on DMS 
and assigned a docket number. We track each action and assign a 
corresponding directorate identifier. The DMS AD docket number is in 
the form ``Docket No. FAA-2005-99999.'' The Transport Airplane 
Directorate identifier is in the form ``Directorate Identifier 2005-NM-
999-AD.'' Each DMS AD docket also lists the directorate identifier 
(``Old Docket Number'') as a cross-reference for searching purposes.

Comments Invited

    We invite you to submit any relevant written data, views, or 
arguments regarding this proposed AD. Send your comments to an address 
listed under ADDRESSES. Include ``Docket No. FAA-

[[Page 2063]]

2005-20034; Directorate Identifier 2004-NM-178-AD'' in the subject line 
of your comments. We specifically invite comments on the overall 
regulatory, economic, environmental, and energy aspects of the proposed 
AD. We will consider all comments submitted by the closing date and may 
amend the proposed AD in light of those comments.
    We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this proposed AD. Using the search function of 
that website, anyone can find and read the comments in any of our 
dockets, including the name of the individual who sent the comment (or 
signed the comment on behalf of an association, business, labor union, 
etc.). You can review DOT's complete Privacy Act Statement in the 
Federal Register published on April 11, 2000 (65 FR 19477-78), or you 
can visit https://dms.dot.gov.
    We are reviewing the writing style we currently use in regulatory 
documents. We are interested in your comments on whether the style of 
this document is clear, and your suggestions to improve the clarity of 
our communications that affect you. You can get more information about 
plain language at https://www.faa.gov/language and https://
www.plainlanguage.gov.

Examining the Docket

    You can examine the AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket Management Facility office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after the DMS receives them.

Discussion

    On November 6, 1996, a McDonnell Douglas Model MD-11 airplane 
departed the end of the runway after landing in instrument 
meteorological conditions in Buenos Aires, Argentina. During approach 
to landing, the flight crew had several in-flight advisories, and the 
airplane excessively vibrated. The vibration was attributed to a flap 
overspeed condition caused by erroneous airspeed indications. 
Investigation revealed that the pitot-static system had accumulated a 
significant amount of water. The drain holes on two of the three pitot 
tubes were completely blocked by debris. The third pitot tube had one 
drain hole totally blocked and the other hole partially blocked.
    In 1997, a similar incident of blocked drain holes of the pitot 
tubes occurred on another Model MD-11 airplane. Although the design of 
the pitot-static system was reviewed and found to meet FAA regulations, 
we determined that the maintenance task cards used by operators lacked 
sufficient detail about inspecting the drain holes of the pitot tubes. 
To correct this, in 2002, Boeing issued a report recommending 
additional maintenance actions. Since then there have been additional 
similar incidents, indicating that the manufacturer's recommendations 
have not been fully implemented.
    Blocked drain holes of the pitot tubes, if not corrected, could 
result in the accumulation of water in the pitot-static system and 
consequent failure of that system. Failure of the pitot-static system 
could result in erroneous airspeed indications in the cockpit and 
consequent loss of airspeed control.

FAA's Determination and Requirements of the Proposed AD

    We have evaluated all pertinent information and identified an 
unsafe condition that is likely to exist or develop on other airplanes 
of this same type design. Therefore, we are proposing this AD, which 
would require doing repetitive detailed inspections (i.e., visual and 
forced-air checks) for accumulation of debris (blockage) of the drain 
holes of the pitot tubes, and cleaning if any evidence of debris is 
found. These inspections must be done by certificated maintenance 
personnel.

Costs of Compliance

    There are about 314 airplanes of the affected design in the 
worldwide fleet. This proposed AD would affect about 216 airplanes of 
U.S. registry. The proposed inspections would take about 2 work hours 
per airplane, at an average labor rate of $65 per work hour. Based on 
these figures, the estimated cost of the proposed AD for U.S. operators 
is $28,080, or $130 per airplane, per inspection cycle.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect 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.
    For the reasons discussed above, I certify that the 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. 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. We prepared a regulatory evaluation 
of the estimated costs to comply with this proposed AD. See the 
ADDRESSES section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 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. The FAA amends Sec.  39.13 by adding the following new 
airworthiness directive (AD):

McDonnell Douglas: Docket No. FAA-2005-20034; Directorate Identifier 
2004-NM-178-AD.

[[Page 2064]]

Comments Due Date

    (a) The Federal Aviation Administration (FAA) must receive 
comments on this AD action by February 28, 2005.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to all McDonnell Douglas Model DC-10-10, DC-
10-10F, DC-10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, 
DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F airplanes; 
certificated in any category.

Unsafe Condition

    (d) This AD was prompted by reports of blocked drain holes of 
the pitot tubes. We are issuing this AD to prevent blocked drain 
holes of the pitot tubes, which could result in the accumulation of 
water in the pitot-static system and consequent failure of that 
system. Failure of the pitot-static system could result in erroneous 
airspeed indications in the cockpit and consequent loss of airspeed 
control.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Repetitive Inspections

    (f) Within 90 days after the effective date of this AD, do a 
detailed inspection for accumulation of debris (blockage) of the 
drain holes of the pitot tubes in accordance with paragraphs (g) and 
(h) of this AD. The actions required by paragraph (g) must be done 
before those in paragraph (h) of this AD. Repeat the inspection 
thereafter at intervals not to exceed 650 flight hours.

    Note 1: For the purposes of this AD, a detailed inspection is 
``an intensive examination of a specific item, installation, or 
assembly to detect damage, failure, or irregularity. Available 
lighting is normally supplemented with a direct source of good 
lighting at an intensity deemed appropriate. Inspection aids such as 
mirrors magnifying lenses, etc. may be necessary. Surface cleaning 
and elaborate procedures may be required.''

Visual Check

    (g) Do a visual check in accordance with paragraphs (g)(1) 
through (g)(3) of this AD. The visual check must be done by 
certificated maintenance personnel.
    (1) Make certain that the pitot heat is off and the pitot tubes 
are not hot.

    Note 2: Caution. Exercise care in checking pitot tubes to 
prevent severe burns to your hands.

    (2) Attempt to look through the left and right drain holes of 
each pitot tube.
    (3) Make sure that ambient light (or flashlight) is visible 
through both drain holes of each pitot tube.

Forced Air Check

    (h) Do a forced air check in accordance with paragraphs (h)(1) 
through (h)(3) of this AD. The forced air check must be done by 
certificated maintenance personnel.

    Note 3: Exercise care in checking pitot tubes to prevent severe 
burns to your hands.

    (1) Make certain that the pitot heat is off and the pitot tubes 
are not hot.

    Note 4: Excessive, as well as sudden, pressurization or 
depressurization applied to a pitot system by either method can 
cause damage to instruments. Do not exceed 9.0 pounds per square 
inch (psi) or 550 knots when pressurizing the system. Do not exceed 
1.0 psi per second or 90 knots per second when pressurizing or 
depressurizing the system.

    (2) Three methods are given in Table 1 of this AD. Only one test 
must be done and all are equivalent.

                      Table 1.--Three Test Methods
------------------------------------------------------------------------
                 Method                            Description
------------------------------------------------------------------------
(i) 1..................................  (A) Install a 9/16 inch (14
                                          millimeter (mm)) inner
                                          diameter hose approximately
                                          three feet (1 meter) long to
                                          the end of the pitot tube; and
                                         (B) Use the hose to carefully
                                          blow air (using your mouth)
                                          into the pitot tube.
(ii) 2.................................  (A) Connect an air pressure
                                          source (dry Nitrogen) to the
                                          pitot tubes; and
                                         (B) Adjust the pressure source
                                          to 5-psi maximum.
(iii) 3................................  (A) Connect a pitot static test
                                          set; and
                                         (B) Adjust it to 450 knots at 0-
                                          feet altitude maximum.
------------------------------------------------------------------------

    (3) Check for airflow out of each drain hole. Make sure that you 
do not cover the drain holes when checking.

Special Test Equipment

    (i) If test method 3 in paragraph (h)(2)(iii) of this AD is 
used, an air data line tester with pitot and static port adapters is 
required.

Corrective Action

    (j) If any evidence of drain hole blockage (e.g., air exiting 
from any pitot drain hole cannot be felt on the hand) is found 
during any inspection required by paragraph (f), (g), or (h) of this 
AD, before further flight, clean the hole in accordance with a 
method approved by the Manager, Los Angeles Aircraft Certification 
Office (ACO), FAA. Chapter 34-11-02 of the applicable Boeing 
airplane maintenance manual is one approved method.

Alternative Methods of Compliance (AMOCs)

    (k) The Manager, Los Angeles ACO, FAA, has the authority to 
approve AMOCs for this AD, if requested in accordance with the 
procedures found in 14 CFR 39.19.

    Issued in Renton, Washington, on December 30, 2004.
Kevin M. Mullin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-615 Filed 1-11-05; 8:45 am]
BILLING CODE 4910-13-P
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