Airworthiness Directives; McDonnell Douglas Model DC-9-14, DC-9-15, and DC-9-15F Airplanes; and McDonnell Douglas Model DC-9-20, DC-9-30, DC-9-40, and DC-9-50 Series Airplanes, 24338-24341 [05-9188]
Download as PDF
<![CDATA[
24338
Federal Register / Vol. 70, No. 88 / Monday, May 9, 2005 / Proposed Rules
support clips with the slat track attach
fittings and trim the support clips to
eliminate any interference with the attach
fittings as applicable; in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 737–57–1080, Revision 3,
Figure 3, dated September 24, 1992; and
replace any cracked or damaged aluminum
attach fitting with a new, improved steel
fitting in accordance with paragraph (h) of
this AD.
Actions Accomplished Per Previous Issue of
Service Bulletin
(j) Actions accomplished before the
effective date of this AD in accordance with
Boeing Service Bulletin 737–57–1080, dated
September 10, 1973; Boeing Service Bulletin
737–57–1080, Revision 1, dated February 25,
1983; and Boeing Service Bulletin 737–57–
1080, Revision 2, dated August 24, 1989; are
considered acceptable for compliance with
the corresponding actions specified in
paragraph (i) of this AD.
Alternative Methods of Compliance
(AMOCs)
(k)(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.
(2) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
Delegation Option Authorization
Organization who has been authorized by the
Manager, Seattle ACO, to make those
findings. For a repair method to be approved,
the repair must meet the certification basis of
the airplane, and the approval must
specifically refer to this AD.
Issued in Renton, Washington, on April 29,
2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–9187 Filed 5–6–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–21140; Directorate
Identifier 2004–NM–274–AD]
RIN 2120–AA64
Airworthiness Directives; McDonnell
Douglas Model DC–9–14, DC–9–15,
and DC–9–15F Airplanes; and
McDonnell Douglas Model DC–9–20,
DC–9–30, DC–9–40, and DC–9–50
Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
AGENCY:
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15:24 May 06, 2005
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Notice of proposed rulemaking
(NPRM).
ACTION:
The FAA proposes to adopt a
new airworthiness directive (AD) for all
transport category airplanes listed
above. This proposed AD would require
repetitive inspections for cracks of the
main landing gear (MLG) shock strut
cylinder, and related investigative and
corrective actions if necessary. This
proposed AD is prompted by two
reports of a collapsed MLG and a report
of cracks in two MLG cylinders. We are
proposing this AD to detect and correct
fatigue cracks in the shock strut cylinder
of the MLG, which could result in a
collapsed MLG during takeoff or
landing, and possible reduced structural
integrity of the airplane.
DATES: We must receive comments on
this proposed AD by June 23, 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–
21140; the directorate identifier for this
docket is 2004–NM–274–AD.
FOR FURTHER INFORMATION CONTACT:
Wahib Mina, Aerospace Engineer,
Airframe Branch, ANM–120L, FAA, Los
Angeles Aircraft Certification Office,
3960 Paramount Boulevard, Lakewood,
California 90712–4137; telephone (562)
627–5324; fax (562) 627–5210.
SUMMARY:
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SUPPLEMENTARY INFORMATION:
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–
2005–21140; Directorate Identifier
2004–NM–274–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.
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
We have received a report of two
incidents of a collapsed main landing
gear (MLG) on one McDonnell Douglas
Model DC–9–32 airplane and one Model
DC–9–31 airplane. These incidents
happened when the MLG cylinder
cracked and failed. The cracks and
failures were caused by fatigue stresses
from inclusions in high-stress areas,
which caused sub-surface fatigue cracks
to propagate to the surface of the MLG
cylinder. After the two failures, the
airplane operator started an inspection
program and found cracks in two
additional cylinders before the cracks
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Federal Register / Vol. 70, No. 88 / Monday, May 9, 2005 / Proposed Rules
grew large enough to cause an MLG
failure. These additional cracks were
found on one McDonnell Douglas Model
DC–9–14 airplane and one Model DC–
9–15 airplane. Laboratory testing and
failure analysis confirmed that
inclusions and sub-surface fatigue
cracks were present in all four cases, at
the same location. This condition, if not
corrected, could result in a collapsed
MLG during takeoff or landing, and
possible reduced structural integrity of
the airplane.
Relevant Service Information
We have reviewed Boeing Alert
Service Bulletin DC9–32A350, dated
December 3, 2004. The service bulletin
gives procedures for verifying the
number of landings on the MLG shock
strut cylinder by examining each
airplane’s service history. For airplanes
that have less than 60,000 landings on
the MLG, the service bulletin states that
no further action is required until the
MLG reaches the 60,000-landing
threshold.
The service bulletin also gives
procedures for reviewing the
maintenance records to determine if the
MLG shock strut cylinders on airplanes
identified in the service bulletin as
Group 3 have always been on Group 3
airplanes.
The service bulletin gives two
inspection options:
24339
• Option 1: Fluorescent dye penetrant
inspection combined with fluorescent
magnetic particle inspection.
• Option 2: Phased array ultrasonic
inspection.
For MLG shock strut cylinders on
which no crack indication is found, the
service bulletin gives procedures for
repeating the inspections.
For MLG shock strut cylinders on
which any crack indication is found
during any inspection, the service
bulletin recommends related
investigative and corrective actions. The
related investigative and corrective
actions vary according to the inspection
option and are described in the table
below.
RELATED INVESTIGATIVE AND CORRECTIVE ACTIONS FOR CRACK INDICATIONS
Inspect to confirm crack
indication—
Option 1 .....
Option 2 .....
If crack indication confirmed—
If crack indication not confirmed—
Remove the cadmium
plating and repeat the
Option 1 inspection to
confirm the crack.
Remove the primer and
topcoat and repeat the
Option 2 inspection to
confirm the crack.
Replace the shock strut cylinder and repeat either the Option 1 or Option 2 inspection at the applicable interval
indicated in the service bulletin.
Apply the primer and topcoat, and repeat
either the Option 1 or Option 2 inspection at the applicable interval indicated
in the service bulletin.
Apply the primer and topcoat and repeat
either the Option 1 or Option 2 inspection at the applicable interval indicated
in the service bulletin.
Remove the cadmium plating and repeat the Option 2 inspection to re-confirm the crack indication.
If the crack indication is re-confirmed, replace the shock
strut cylinder and repeat either the Option 1 or Option 2
inspection at the applicable interval indicated in the
service bulletin
Accomplishing the actions specified
in the service information is intended to
adequately address the unsafe
condition.
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
accomplishing the actions specified in
the service bulletin described
previously.
Costs of Compliance
There are about 644 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs for U.S. operators to
comply with this proposed AD.
ESTIMATED COSTS
Action
Work hours
Inspection, per inspection cycle ...............
4 to 6 ............
Average
labor rate
per hour
$65
Parts
Cost per airplane
Number of
U.S.-registered airplanes
None ............
$260 to 390 ........
426
Explanation of Change to Applicability
Authority for This Rulemaking
We have specified model designations
in the applicability of this proposed AD
as published in the most recent type
certificate data sheet for the affected
models. These model designations do
not include the DC–9–10 and DC–9–33,
which are listed in paragraph 1.A.
‘‘Effectivity,’’ of the referenced service
bulletin.
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,
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Fleet cost
$110,760 to
$166,140, per inspection cycle.
‘‘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.
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24340
Federal Register / Vol. 70, No. 88 / Monday, May 9, 2005 / Proposed Rules
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 proposedregulation:
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
the compliance times specified, unless the
actions have already been done.
1. The authority citation for part 39
continues to read as follows:
Service Bulletin Reference Paragraph
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–
21140; Directorate Identifier 2004–NM–
274–AD.
Comments Due Date
(a) The Federal Aviation Administration
(FAA) must receive comments on this AD
action by June 23, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all McDonnell
Douglas Model DC–9–14, DC–9–15, and DC–
9–15F airplanes; Model DC–9–21 airplanes;
Model DC–9–31, DC–9–32, DC–9–32 (VC–
9C), DC–9–32F, DC–9–33F, DC–9–34, DC–9–
34F, and DC–9–32F (C–9A, C–9B) airplanes;
Model DC–9–41 airplanes; and Model DC–9–
51 airplanes; certificated in any category.
Unsafe Condition
(d) This AD was prompted by two reports
of a collapsed main landing gear (MLG) and
a report of cracks in two MLG cylinders. We
are issuing this AD to detect and correct
fatigue cracks in the shock strut cylinder of
the MLG, which could result in a collapsed
MLG during takeoff or landing, and possible
reduced structural integrity of the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
(f) The term ‘‘service bulletin,’’ as used in
this AD, means the Accomplishment
Instructions of Boeing Alert Service Bulletin
DC9–32A350, dated December 3, 2004.
Records Review
(g) Before the applicable compliance time
specified in paragraph (h) or Table 1 of this
AD, as applicable, do the applicable actions
in paragraphs (g)(1) and (g)(2) of this AD.
(1) For all airplane groups: Review the
airplane maintenance records of the MLG to
determine its service history and the number
of landings on the MLG shock strut cylinder.
(2) For Group 3 airplanes identified in the
service bulletin: Review the maintenance
records to determine if the MLG cylinder on
each Group 3 airplane has always been on a
Group 3 airplane, and do the actions in
paragraph (k) of this AD.
Inspection
(h) Inspect the MLG shock strut cylinders
for cracks using the Option 1 or Option 2
non-destructive testing inspection described
in the service bulletin. Inspect in accordance
with the Accomplishment Instructions of the
service bulletin. Do the detailed inspection
before the accumulation of 60,000 total
landings on the MLG, or at the applicable
grace period specified in Table 1 of this AD,
whichever occurs later, except as provided
by paragraph (k) of this AD. If the review of
maintenance records is not sufficient to
conclusively determine the service history
and number of landings on the MLG shock
strut cylinder, perform the initial inspection
at the applicable grace period specified in
Table 1 of this AD.
TABLE 1.—GRACE PERIOD AND REPETITIVE INTERVAL
Airplanes identified in the
service bulletin as group
1 ..........................................
2 ..........................................
3, except as provided by
paragraph (k) of this AD.
4 ..........................................
Grace period
Within 18 months or 650 landings after the effective date
whichever occurs first.
Within 18 months or 500 landings after the effective date
whichever occurs first.
Within 18 months or 2,500 landings after the effective date
whichever occurs first.
Within 18 months or 2,100 landings after the effective date
whichever occurs first.
No Crack Indication Found
(i) If no crack indication is found during
the inspection required by paragraph (h) of
this AD, repeat the inspection at the
applicable interval specified in Table 1 of
this AD.
Related Investigative and Corrective Actions
(j) If any crack indication is found during
any inspection required by paragraph (h) or
(i) of this AD, before further flight: Confirm
the crack indication by doing all applicable
related investigative actions and doing the
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15:24 May 06, 2005
Repetitive interval
Jkt 205001
of this AD,
Intervals not to exceed 650 landings.
of this AD,
Intervals not to exceed 500 landings.
of this AD,
Intervals not to exceed 2,500 landings.
Intervals not to exceed 2,100 landings.
of this AD,
applicable corrective actions in accordance
with the service bulletin. Repeat the
inspection at the applicable threshold and
interval specified in paragraph (h) of this AD.
the MLG cylinder must be inspected at the
grace period and repetitive interval that
applies to Group 4 airplanes, as specified in
Table 1 of this AD.
MLG Cylinder Previously Installed on Group
4 Airplanes
Alternative Methods of Compliance
(AMOCs)
(k) For MLG cylinders on Group 3
airplanes as identified in the service bulletin:
If the MLG cylinder was previously installed
on a Group 4 airplane, as identified in the
service bulletin, or if the service history and
number of landings cannot be determined,
(l) The Manager, Los Angeles Aircraft
Certification Office, 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
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Federal Register / Vol. 70, No. 88 / Monday, May 9, 2005 / Proposed Rules
Issued in Renton, Washington, on April 29,
2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–9188 Filed 5–6–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20111; Directorate
Identifier 2004–NM–154–AD]
RIN 2120–AA64
Airworthiness Directives; Raytheon
Model HS.125 Series 700A Airplanes,
Model BAe.125 Series 800A Airplanes,
and Model Hawker 800 and Hawker
800XP Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
AGENCY:
SUMMARY: The FAA is revising an earlier
proposed airworthiness directive (AD)
for certain Raytheon Model HS.125
series 700A airplanes, BAe.125 Series
800A airplanes, and Model Hawker 800
and Hawker 800XP airplanes. The
original NPRM would have required an
inspection to determine the current
rating of the circuit breakers of certain
cockpit ventilation and avionics cooling
system blowers; and replacing the
circuit breakers and modifying the
blower wiring, as applicable. The
original NPRM was prompted by a
report indicating that a blower motor
seized up and gave off smoke. This
action revises the original NPRM by
clarifying the compliance time and
removing a reporting requirement. We
are proposing this supplemental NPRM
to prevent smoke and fumes in the
cockpit in the event that a blower motor
seizes and overheats due to excessive
current draw.
DATES: We must receive comments on
this supplemental NPRM by June 3,
2005.
Use one of the following
addresses to submit comments on this
supplemental NPRM.
• 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
ADDRESSES:
VerDate jul<14>2003
15:24 May 06, 2005
Jkt 205001
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.
• 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 Raytheon
Aircraft Company, Department 62, P.O.
Box 85, Wichita, Kansas 67201–0085.
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–
20111; the directorate identifier for this
docket is 2004–NM–154–AD.
FOR FURTHER INFORMATION CONTACT:
Philip Petty, Aerospace Engineer,
Electrical Systems and Avionics Branch,
ACE–119W, FAA, Wichita Aircraft
Certification Office, 1801 Airport Road,
room 100, Mid Continent Airport,
Wichita, Kansas 67209; telephone (316)
946–4139; fax (316) 946–4107.
SUPPLEMENTARY INFORMATION:
24341
Federal Register published on April 11,
2000 (65 FR 19477–78), or you can visit
https://dms.dot.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 in the Nassif Building at the DOT
street address stated in ADDRESSES.
Comments will be available in the AD
docket shortly after the DMS receives
them.
Comments Invited
Discussion
We proposed to amend 14 CFR part
39 with a notice of proposed rulemaking
(NPRM) for an AD (the ‘‘original
NPRM’’) for certain Raytheon Model
HS.125 series 700A airplanes, Model
BAe.125 series 800A airplanes, and
Model Hawker 800 and Hawker 800XP
airplanes. The original NPRM was
published in the Federal Register on
January 24, 2005 (70 FR 3318). The
original NPRM proposed to require an
inspection to determine the current
rating of the circuit breakers of certain
cockpit ventilation and avionics cooling
system blowers; and replacing the
circuit breakers and modifying the
blower wiring, as applicable.
We invite you to submit any relevant
written data, views, or arguments
regarding this supplemental NPRM.
Send your comments to an address
listed under ADDRESSES. Include
‘‘Docket No. FAA–2005–20111;
Directorate Identifier 2004–NM–154–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
this supplemental NPRM. We will
consider all comments received by the
closing date and may amend this
supplemental NPRM in light of those
comments.
We will post all comments submitted,
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 supplemental NPRM. Using the
search function of our docket web site,
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 the DOT’s
complete Privacy Act Statement in the
Actions Since Original NPRM was
Issued
Since we issued the original NPRM,
we discovered an important
inconsistency in the phrasing of the
compliance time. Certain wording in
paragraph (f) of the original NPRM reads
‘‘* * * and avionics cooling system
blowers; and replace the circuit breakers
* * *’’ To ensure that the unsafe
condition is corrected in a timely
manner, we have revised the wording in
paragraph (f) of this supplemental
NPRM to read ‘‘* * * and avionics
cooling system blowers; and, before
further flight, replace the circuit
breakers * * *’’
We have also determined that the
phrasing of paragraph (f) would have
placed undue hardship on operators by
requiring reporting of compliance with
the service bulletin. We do not need this
information and have revised paragraph
(f) and added a new paragraph (h) to
explicitly remove the reporting
requirement in this supplemental
NPRM. Because of the new paragraph
(h), we have reidentified the existing
paragraph (h) of the original NPRM as
paragraph (i) in this supplemental
NPRM.
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]]>Agencies
[Federal Register Volume 70, Number 88 (Monday, May 9, 2005)]
[Proposed Rules]
[Pages 24338-24341]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-9188]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-21140; Directorate Identifier 2004-NM-274-AD]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model DC-9-14, DC-9-
15, and DC-9-15F Airplanes; and McDonnell Douglas Model DC-9-20, DC-9-
30, DC-9-40, and DC-9-50 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for all transport category airplanes listed above. This proposed AD
would require repetitive inspections for cracks of the main landing
gear (MLG) shock strut cylinder, and related investigative and
corrective actions if necessary. This proposed AD is prompted by two
reports of a collapsed MLG and a report of cracks in two MLG cylinders.
We are proposing this AD to detect and correct fatigue cracks in the
shock strut cylinder of the MLG, which could result in a collapsed MLG
during takeoff or landing, and possible reduced structural integrity of
the airplane.
DATES: We must receive comments on this proposed AD by June 23, 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-2005-21140; the directorate identifier for this
docket is 2004-NM-274-AD.
FOR FURTHER INFORMATION CONTACT: Wahib Mina, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification
Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137;
telephone (562) 627-5324; fax (562) 627-5210.
SUPPLEMENTARY INFORMATION:
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-2005-21140;
Directorate Identifier 2004-NM-274-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.
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
We have received a report of two incidents of a collapsed main
landing gear (MLG) on one McDonnell Douglas Model DC-9-32 airplane and
one Model DC-9-31 airplane. These incidents happened when the MLG
cylinder cracked and failed. The cracks and failures were caused by
fatigue stresses from inclusions in high-stress areas, which caused
sub-surface fatigue cracks to propagate to the surface of the MLG
cylinder. After the two failures, the airplane operator started an
inspection program and found cracks in two additional cylinders before
the cracks
[[Page 24339]]
grew large enough to cause an MLG failure. These additional cracks were
found on one McDonnell Douglas Model DC-9-14 airplane and one Model DC-
9-15 airplane. Laboratory testing and failure analysis confirmed that
inclusions and sub-surface fatigue cracks were present in all four
cases, at the same location. This condition, if not corrected, could
result in a collapsed MLG during takeoff or landing, and possible
reduced structural integrity of the airplane.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin DC9-32A350, dated
December 3, 2004. The service bulletin gives procedures for verifying
the number of landings on the MLG shock strut cylinder by examining
each airplane's service history. For airplanes that have less than
60,000 landings on the MLG, the service bulletin states that no further
action is required until the MLG reaches the 60,000-landing threshold.
The service bulletin also gives procedures for reviewing the
maintenance records to determine if the MLG shock strut cylinders on
airplanes identified in the service bulletin as Group 3 have always
been on Group 3 airplanes.
The service bulletin gives two inspection options:
Option 1: Fluorescent dye penetrant inspection combined
with fluorescent magnetic particle inspection.
Option 2: Phased array ultrasonic inspection.
For MLG shock strut cylinders on which no crack indication is
found, the service bulletin gives procedures for repeating the
inspections.
For MLG shock strut cylinders on which any crack indication is
found during any inspection, the service bulletin recommends related
investigative and corrective actions. The related investigative and
corrective actions vary according to the inspection option and are
described in the table below.
Related Investigative and Corrective Actions for Crack Indications
----------------------------------------------------------------------------------------------------------------
Inspect to confirm If crack indication not
crack indication-- If crack indication confirmed-- confirmed--
----------------------------------------------------------------------------------------------------------------
Option 1.......... Remove the cadmium Replace the shock strut cylinder and Apply the primer and topcoat,
plating and repeat repeat either the Option 1 or Option 2 and repeat either the Option
the Option 1 inspection at the applicable interval 1 or Option 2 inspection at
inspection to indicated in the service bulletin. the applicable interval
confirm the crack. indicated in the service
bulletin.
Option 2.......... Remove the primer Remove the cadmium plating and repeat Apply the primer and topcoat
and topcoat and the Option 2 inspection to re-confirm and repeat either the Option
repeat the Option 2 the crack indication. 1 or Option 2 inspection at
inspection to If the crack indication is re- the applicable interval
confirm the crack. confirmed, replace the shock strut indicated in the service
cylinder and repeat either the Option bulletin.
1 or Option 2 inspection at the
applicable interval indicated in the
service bulletin.
----------------------------------------------------------------------------------------------------------------
Accomplishing the actions specified in the service information is
intended to adequately address the unsafe condition.
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 accomplishing the actions specified in the service
bulletin described previously.
Costs of Compliance
There are about 644 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD.
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of
Average U.S.-
Action Work hours labor rate Parts Cost per airplane registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspection, per inspection 4 to 6............. $65 None............... $260 to 390............. 426 $110,760 to $166,140, per
cycle. inspection cycle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Explanation of Change to Applicability
We have specified model designations in the applicability of this
proposed AD as published in the most recent type certificate data sheet
for the affected models. These model designations do not include the
DC-9-10 and DC-9-33, which are listed in paragraph 1.A.
``Effectivity,'' of the referenced service bulletin.
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.
[[Page 24340]]
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
proposedregulation:
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-2005-21140; Directorate Identifier
2004-NM-274-AD.
Comments Due Date
(a) The Federal Aviation Administration (FAA) must receive
comments on this AD action by June 23, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all McDonnell Douglas Model DC-9-14, DC-
9-15, and DC-9-15F airplanes; Model DC-9-21 airplanes; Model DC-9-
31, DC-9-32, DC-9-32 (VC-9C), DC-9-32F, DC-9-33F, DC-9-34, DC-9-34F,
and DC-9-32F (C-9A, C-9B) airplanes; Model DC-9-41 airplanes; and
Model DC-9-51 airplanes; certificated in any category.
Unsafe Condition
(d) This AD was prompted by two reports of a collapsed main
landing gear (MLG) and a report of cracks in two MLG cylinders. We
are issuing this AD to detect and correct fatigue cracks in the
shock strut cylinder of the MLG, which could result in a collapsed
MLG during takeoff or landing, and possible reduced structural
integrity of 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.
Service Bulletin Reference Paragraph
(f) The term ``service bulletin,'' as used in this AD, means the
Accomplishment Instructions of Boeing Alert Service Bulletin DC9-
32A350, dated December 3, 2004.
Records Review
(g) Before the applicable compliance time specified in paragraph
(h) or Table 1 of this AD, as applicable, do the applicable actions
in paragraphs (g)(1) and (g)(2) of this AD.
(1) For all airplane groups: Review the airplane maintenance
records of the MLG to determine its service history and the number
of landings on the MLG shock strut cylinder.
(2) For Group 3 airplanes identified in the service bulletin:
Review the maintenance records to determine if the MLG cylinder on
each Group 3 airplane has always been on a Group 3 airplane, and do
the actions in paragraph (k) of this AD.
Inspection
(h) Inspect the MLG shock strut cylinders for cracks using the
Option 1 or Option 2 non-destructive testing inspection described in
the service bulletin. Inspect in accordance with the Accomplishment
Instructions of the service bulletin. Do the detailed inspection
before the accumulation of 60,000 total landings on the MLG, or at
the applicable grace period specified in Table 1 of this AD,
whichever occurs later, except as provided by paragraph (k) of this
AD. If the review of maintenance records is not sufficient to
conclusively determine the service history and number of landings on
the MLG shock strut cylinder, perform the initial inspection at the
applicable grace period specified in Table 1 of this AD.
Table 1.--Grace Period and Repetitive Interval
----------------------------------------------------------------------------------------------------------------
Airplanes identified in the service
bulletin as group Grace period Repetitive interval
----------------------------------------------------------------------------------------------------------------
1..................................... Within 18 months or 650 landings after the Intervals not to exceed
effective date of this AD, whichever occurs 650 landings.
first.
2..................................... Within 18 months or 500 landings after the Intervals not to exceed
effective date of this AD, whichever occurs 500 landings.
first.
3, except as provided by paragraph (k) Within 18 months or 2,500 landings after the Intervals not to exceed
of this AD. effective date of this AD, whichever occurs 2,500 landings.
first.
4..................................... Within 18 months or 2,100 landings after the Intervals not to exceed
effective date of this AD, whichever occurs 2,100 landings.
first.
----------------------------------------------------------------------------------------------------------------
No Crack Indication Found
(i) If no crack indication is found during the inspection
required by paragraph (h) of this AD, repeat the inspection at the
applicable interval specified in Table 1 of this AD.
Related Investigative and Corrective Actions
(j) If any crack indication is found during any inspection
required by paragraph (h) or (i) of this AD, before further flight:
Confirm the crack indication by doing all applicable related
investigative actions and doing the applicable corrective actions in
accordance with the service bulletin. Repeat the inspection at the
applicable threshold and interval specified in paragraph (h) of this
AD.
MLG Cylinder Previously Installed on Group 4 Airplanes
(k) For MLG cylinders on Group 3 airplanes as identified in the
service bulletin: If the MLG cylinder was previously installed on a
Group 4 airplane, as identified in the service bulletin, or if the
service history and number of landings cannot be determined, the MLG
cylinder must be inspected at the grace period and repetitive
interval that applies to Group 4 airplanes, as specified in Table 1
of this AD.
Alternative Methods of Compliance (AMOCs)
(l) The Manager, Los Angeles Aircraft Certification Office, FAA,
has the authority to approve AMOCs for this AD, if requested in
accordance with the procedures found in 14 CFR 39.19.
[[Page 24341]]
Issued in Renton, Washington, on April 29, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-9188 Filed 5-6-05; 8:45 am]
BILLING CODE 4910-13-P
