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 et al.
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
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.
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).
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
Condition
Action
Compliance times
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
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.
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
BILLING CODE 4910-13-P
