[Federal Register: August 12, 2008 (Volume 73, Number 156)]
[Proposed Rules]
[Page 46823-46826]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr12au08-15]
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Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
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[[Page 46823]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0858; Directorate Identifier 2008-NM-054-AD]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model DC-8-11, DC-8-
12, DC-8-21, DC-8-31, DC-8-32, DC-8-33, DC-8-41, DC-8-42, and DC-8-43
Airplanes; Model DC-8-50 Series Airplanes; Model DC-8F-54 and DC-8F-55
Airplanes; Model DC-8-60 Series Airplanes; Model DC-8-60F Series
Airplanes; Model DC-8-70 Series Airplanes; and Model DC-8-70F Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to adopt a new airworthiness directive (AD) for all
McDonnell Douglas airplanes identified above. This proposed AD would
require repetitive inspections of the lower skin and stringers at
stations Xw = 408 and Xw = -408 and corrective actions if necessary.
This proposed AD results from reports of cracks in the skins and
stringers at the end fasteners common to the stringer end fittings at
station Xw = 408 and Xw = -408 wing splice joints. We are proposing
this AD to detect and correct fatigue cracking in the skins and
stringers at the end fasteners common to the stringer end fittings at a
certain station and wing splice joints, which could result in wing
structure that might not sustain limit load, and consequent loss of
structural integrity of the wing.
DATES: We must receive comments on this proposed AD by September 26,
2008.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this 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).
Examining the AD Docket
You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (telephone 800-647-5527) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT: Dara Albouyeh, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification
Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137;
telephone (562) 627-5222; fax (562) 627-5210.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2008-0858;
Directorate Identifier 2008-NM-054-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
We have received numerous reports of cracks in the skins and
stringers at the end fasteners common to the stringer end fittings at
station Xw = 408 and Xw = -408 wing splice joints. Results of an
investigation conducted by Boeing Engineering revealed the cracks were
due to fatigue. The area where the cracks were found is identified as a
principal structural element (PSE). The earliest cracks were discovered
at 21,519 total flight cycles, and 58,935 total flight hours. The
cracks were discovered by visual inspections and findings of fuel
leaks. In addition to unscheduled maintenance for repair of the PSE,
this condition, if not corrected, could result in wing structure that
might not sustain limit load, and consequent loss of structural
integrity of the wing.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin DC8-57A102, dated
February 12, 2008. The service bulletin describes the following
procedures.
[[Page 46824]]
Described Actions and Compliance Times
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Condition Action Compliance times
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Initial inspection for all Do initial high Before the
airplanes. frequency eddy accumulation of
current (HFEC) 20,000 total flight
inspection of the cycles, or within
lower wing skin or 1,500 flight cycles
stringers at the or 2 years after
affected fastener the date of the
hole areas-- service bulletin,
stations Xw = 408 whichever occurs
and Xw = -408, latest.
stringers 51 to 64
(for sequence 101,
inspection sequence
1, inspection
method 01; or
sequence 103,
inspection sequence
1, inspection
method 03), or a
visual inspection
of any accessible
area along the
cross section of
the stringer in the
area of the
affected fastener
holes (for sequence
102, inspection
sequence 1,
inspection method
02).
Condition 1: No cracks at Repeat the HFEC or Intervals not to
any of the locations--and visual inspection, exceed 600 flight
prior inspection was done as applicable. cycles after doing
by external skin eddy the external skin
current inspection as given eddy current
in sequence 103. inspection.
Condition 1: No cracks at Repeat the HFEC or Intervals not to
any of the locations--prior visual inspection, exceed 1,200 flight
inspection was done by as applicable. cycles after doing
external skin eddy current the external skin
inspection as given in eddy current
sequence 103--and--internal inspection and
stringer inspection as internal stringer
given in sequence 101 or inspection.
102 is done.
Condition 2: Skin cracks Repair crack and Before further
less than 3.7 inches long repeat the flight (repair
in wing skin at stringer applicable only).
end fittings. inspection
specified for
Condition 2, as
applicable.
Condition 2: Skin cracks Repeat the HFEC or Intervals not to
less than 3.7 inches long visual inspection, exceed 600 flight
in wing skin at stringer as applicable. cycles after doing
end fittings-- and prior the external skin
inspection was done by eddy current
external skin eddy current inspection.
inspection as given in
sequence 103.
Condition 2: Skin cracks Repeat the HFEC or Intervals not to
less than 3.7 inches long visual inspection, exceed 1,200 flight
in wing skin at stringer as applicable. cycles after doing
end fittings-- and prior the external skin
inspection was done by eddy current
external skin eddy current inspection and
inspection as given in internal stringer
sequence 103--and--internal inspection.
stringer inspection as
given in sequence 101 or
102 is done.
Condition 3: Skin cracks Contact Boeing for Before further
greater than 3.7 inches at repair instructions. flight.
stringer end fittings.
Condition 4: Stringer cracks Repair crack and Before further
at stringer end fittings. repeat the flight (repair
applicable only).
inspection
specified for
Condition 4, as
applicable.
Condition 4: Stringer cracks Repeat the HFEC or Repeat at intervals
at stringer end fittings-- visual inspection, not to exceed 600
and prior inspection was as applicable. flight cycles after
done by external skin eddy doing the external
current inspection as given skin eddy current
in sequence 103. inspection.
Condition 4: Stringer cracks Repeat the HFEC or Repeat at intervals
at stringer end fittings-- visual inspection, not to exceed 1,200
and prior inspection was as applicable. flight cycles after
done by external skin eddy doing the external
current inspection as given skin eddy current
in sequence 103--and-- inspection and
internal stringer internal stringer
inspection as given in inspection.
sequence 101 or 102 is done.
Condition 5: Cracks at more Contact Boeing for Before further
than two adjacent stringers. repair instructions. flight.
------------------------------------------------------------------------
FAA's Determination and Requirements of This Proposed AD
We are proposing this AD because we evaluated all relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the(se) same type
design(s). This proposed AD would require accomplishing the actions
specified in the service information described previously, except as
discussed under ``Difference Between the Proposed AD and the Service
Bulletin.''
Difference Between the Proposed AD and the Service Bulletin
The service bulletin specifies to contact the manufacturer for
instructions on how to repair certain conditions, but this proposed AD
would require repairing those conditions in one of the following ways:
Using a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by an Authorized Representative
for the Boeing Commercial Airplanes Delegation Option Authorization
Organization whom we have authorized to make those findings.
Costs of Compliance
We estimate that this proposed AD would affect 87 airplanes of U.S.
registry. The following table provides the estimated costs for U.S.
operators to comply with this proposed AD.
[[Page 46825]]
Estimated Costs
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Number of
Average U.S.-
Action Work hours labor rate Parts Cost per product registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspection............................... 6 $80 $0 $480, per inspection cycle.. 87 $41,760, per inspection
cycle.
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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 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 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. 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.
You can find our regulatory evaluation and the estimated costs of
compliance in the AD Docket.
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 AD:
McDonnell Douglas: Docket No. FAA-2008-0858; Directorate Identifier
2008-NM-054-AD.
Comments Due Date
(a) We must receive comments by September 26, 2008.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all McDonnell Douglas Model DC-8-11, DC-
8-12, DC-8-21, DC-8-31, DC-8-32, DC-8-33, DC-8-41, DC-8-42, DC-8-43,
DC-8-51, DC-8-52, DC-8-53, DC-8-55, DC-8F-54, DC-8F-55, DC-8-61, DC-
8-62, DC-8-63, DC-8-61F, DC-8-62F, DC-8-63F, DC-8-71, DC-8-72, DC-8-
73, DC-8-71F, DC-8-72F, and DC-8-73F airplanes; certificated in any
category.
Unsafe Condition
(d) This AD results from reports of cracks in the skins and
stringers at the end fasteners common to the stringer end fittings
at stations Xw = 408 and Xw = -408 wing splice joints. We are
issuing this AD to detect and correct fatigue cracking in the skins
and stringers at the end fasteners common to the stringer end
fittings at a certain station and wing splice joints, which could
result in wing structure that might not sustain limit load, and
consequent loss of structural integrity of the wing.
Compliance
(e) Comply with this AD within the compliance times specified,
unless already done.
Repetitive Inspections and Corrective Actions
(f) At the times specified in paragraph 1.E., ``Compliance,'' of
Boeing Alert Service Bulletin DC8-57A102, dated February 12, 2008,
except as provided by paragraph (g) of this AD: Do the applicable
inspections for fatigue cracking of the lower skin and stringers at
stations Xw = 408 and Xw = -408, and do all applicable corrective
actions, by accomplishing all applicable actions specified in the
Accomplishment Instructions of the service bulletin, except as
provided by paragraph (h) of this AD. Do all corrective actions
before further flight, in accordance with the service bulletin.
Thereafter, repeat the inspections at the applicable intervals
specified in paragraph 1.E. of the service bulletin.
(g) Where Boeing Alert Service Bulletin DC8-57A102, dated
February 12, 2008, specifies a compliance time after the date on the
service bulletin, this AD requires compliance within the specified
compliance time after the effective date of this AD.
(h) If any cracking is found during any inspection required by
this AD, and Boeing Alert Service Bulletin DC8-57A102, dated
February 12, 2008, specifies to contact Boeing for appropriate
action: Before further flight, repair the cracking using a method
approved in accordance with the procedures specified in paragraph
(i) of this AD.
Alternative Methods of Compliance (AMOCs)
(i)(1) The Manager, Los Angeles Aircraft Certification Office
(ACO), FAA, ATTN: Dara Albouyeh, Aerospace Engineer, Airframe
Branch, ANM-120L, 3960 Paramount Boulevard, Lakewood, California
90712-4137; telephone (562) 627-5222; fax (562) 627-5210; has the
authority to approve AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19.
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.
(3) 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 Commercial Airplanes
Delegation Option Authorization Organization who has been authorized
by the Manager, Los Angeles ACO, to make those findings. For a
repair method to be approved, the repair must meet the certification
basis of the airplane and 14 CFR 25.571, Amendment 45, and the
approval must specifically refer to this AD.
(4) Accomplishing the requirements of this AD is an acceptable
AMOC with the requirements of paragraph (b) of AD 93-01-15,
amendment 39-8469, for those areas of principal structural element
57.08.037/038.
[[Page 46826]]
Issued in Renton, Washington, on July 31, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-18560 Filed 8-11-08; 8:45 am]
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