[Federal Register: August 27, 2003 (Volume 68, Number 166)]
[Proposed Rules]
[Page 51518-51521]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr27au03-25]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2002-NM-105-AD]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model DC-9-10, DC-9-
20, DC-9-30; DC-10-40, and DC-10-50 Series Airplanes; Model DC-9-81
(MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87)
Airplanes; and Model MD-88 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to certain McDonnell Douglas
transport category airplanes. This proposal would require an inspection
of the upper lock link assembly of the nose landing gear (NLG) to
determine the manufacturer, repetitive eddy current inspections for
cracking, and modification or replacement if necessary. This proposal
also would provide for optional terminating action for the repetitive
inspections. This action is necessary to prevent fracture of the upper
lock link
[[Page 51519]]
assembly of the NLG, which could result in failure of the NLG to extend
following a gear-down selection, and consequent gear-up landing,
structural damage, and possible injury to passengers and crew. This
action is intended to address the identified unsafe condition.
DATES: Comments must be received by October 14, 2003.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 2002-NM-105-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9 a.m. and 3 p.m., Monday through Friday, except
Federal holidays. Comments may be submitted via fax to (425) 227-1232.
Comments may also be sent via the Internet using the following address:
9-anm-nprmcomment@faa.gov. Comments sent via fax or the Internet must
contain ``Docket No. 2002-NM-105-AD'' in the subject line and need not
be submitted in triplicate. Comments sent via the Internet as attached
electronic files must be formatted in Microsoft Word 97 or 2000 or
ASCII text.
The service information referenced in the proposed rule may be
obtained from Boeing Commercial Aircraft Group, Long Beach Division,
3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Data
and Service Management, Dept. C1-L5A (D800-0024). This information may
be examined at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington.
FOR FURTHER INFORMATION CONTACT: Mike Lee, Aerospace Engineer, Airframe
Branch, ANM-120L, FAA, Los Angeles Aircraft Certification Office, 3960
Paramount Boulevard, Lakewood, California 90712; telephone (562) 627-
5325; fax (562) 627-5210.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this action may be changed in
light of the comments received.
Submit comments using the following format:
[sbull] Organize comments issue-by-issue. For example, discuss a
request to change the compliance time and a request to change the
service bulletin reference as two separate issues.
[sbull] For each issue, state what specific change to the proposed
AD is being requested.
[sbull] Include justification (e.g., reasons or data) for each
request.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this action must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 2002-NM-105-AD.'' The postcard will be date stamped
and returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules
Docket No. 2002-NM-105-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
The FAA has received a report indicating that an operator of a
Model DC-9-82 (MD-82) airplane was unable to extend the nose landing
gear (NLG) during landing. As a result of this problem, the operator
landed with the nose gear up, which caused moderate damage to the nose
gear doors, avionics door, and adjacent structure. Investigation of the
damage revealed that the upper lock link of the NLG was completely
fractured. Boeing has determined that tool marks and/or rough surface
finish across the parting plane can cause stress concentration and
cracking along the forged parting plane of the upper lock link. The
Component Maintenance Manual is being revised to incorporate minimum
surface finish and height requirements for the upper lock link.
Fracture of the upper lock link assembly of the NLG could result in
failure of the NLG to extend following a gear-down selection, and
consequent gear-up landing, structural damage, and possible injury to
passengers and crew.
Explanation of Relevant Service Information
We have reviewed and approved Boeing Alert Service Bulletin DC9-
32A340, dated November 14, 2001, which describes procedures for a
visual inspection of the upper lock link assembly of the NLG to
determine if the part was manufactured by Ready Machine and
Manufacturing Company, and (regardless of manufacturer) repetitive high
frequency eddy current (HFEC) inspections for cracking of the assembly,
and modification or replacement of the assembly with a new assembly if
cracking is found. The modification includes chemically stripping the
lock link assembly, verifying the distance between the machined surface
and lower surface parting line, doing a fluorescent dye penetrant
inspection for cracking, doing another HFEC inspection for cracking,
shotpeening the machined surface, reidentifying the reworked upper
link, and refinishing. The service bulletin also describes an
adjustment and test for the nose gear linkages, and provides for
optional terminating action for the repetitive inspections if no
cracking is found. Accomplishment of the actions specified in the
service bulletin is intended to adequately address the identified
unsafe condition.
Explanation of Requirements of Proposed Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other products of this same type design, the
proposed AD would require accomplishment of the actions specified in
the service bulletin described previously. The actions would be
required to be accomplished in accordance with the service bulletin
described previously, except that the proposed AD does not require
submitting Appendix A (report of inspection findings), and except as
discussed below.
Difference Between Proposed AD and Service Bulletin
The Accomplishment Instructions of the service bulletin describe
procedures for completing a sheet to record and report negative
inspection findings. However, this proposed AD would not require a
report; we do not need this information from operators.
Changes to 14 CFR Part 39/Effect on the Proposed AD
On July 10, 2002, the FAA issued a new version of 14 CFR part 39
(67 FR
[[Page 51520]]
47997, July 22, 2002), which governs the FAA's airworthiness directives
system. The regulation now includes material that relates to altered
products, special flight permits, and alternative methods of
compliance. Because we have now included this material in part 39, we
no longer need to include it in each individual AD.
Cost Impact
There are approximately 1,904 airplanes of the affected design in
the worldwide fleet. The FAA estimates that 1,188 airplanes of U.S.
registry would be affected by this proposed AD.
It would take approximately 1 work hour per airplane to accomplish
the proposed visual inspection, at an average labor rate of $60 per
work hour. Based on these figures, the cost impact of the proposed
visual inspection on U.S. operators is estimated to be $71,280, or $60
per airplane.
It would take approximately 1 work hour per airplane to accomplish
the proposed high frequency eddy current (HFEC) inspection, at an
average labor rate of $60 per work hour. Based on these figures, the
cost impact of the proposed HFEC inspection on U.S. operators is
estimated to be $71,280, or $60 per airplane, per inspection cycle.
It would take approximately 11 work hours per airplane to
accomplish the proposed modification, at an average labor rate of $60
per work hour. Based on these figures, the cost impact of the proposed
modification on U.S. operators is estimated to be $784,080, or $660 per
airplane.
It would take approximately 8 work hours per airplane to accomplish
the proposed replacement, at an average labor rate of $60 per work
hour. Required parts would cost approximately $9,981 per airplane.
Based on these figures, the cost impact of the proposed replacement on
U.S. operators is estimated to be $12,427,668, or $10,461 per airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the proposed requirements
of this AD action, and that no operator would accomplish those actions
in the future if this proposed AD were not adopted. The cost impact
figures discussed in AD rulemaking actions represent only the time
necessary to perform the specific actions actually required by the AD.
These figures typically do not include incidental costs, such as the
time required to gain access and close up, planning time, or time
necessitated by other administrative actions.
Regulatory Impact
The regulations proposed herein 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. Therefore, it
is determined that this proposal would not have federalism implications
under Executive Order 13132.
For the reasons discussed above, I certify that this proposed
regulation (1) is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under the DOT
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);
and (3) if promulgated, will not have a significant economic impact,
positive or negative, on a substantial number of small entities under
the criteria of the Regulatory Flexibility Act. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (14 CFR part 39) as
follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
McDonnell Douglas: Docket 200-NM-105-AD.
Applicability: Model DC-9-11, DC-9-12, DC-9-13, 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 (C-9A, C-9B), DC-9-33F, DC-9-34
airplanes; Model DC-9-41 airplanes; Model DC-9-51 airplanes; Model
DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-
87) airplanes; and Model MD-88 airplanes; as listed in Boeing Alert
Service Bulletin DC9-32A340, dated November 14, 2001; certificated
in any category.
Compliance: Required as indicated, unless accomplished
previously.
To prevent fracture of the upper lock link assembly of the nose
landing gear (NLG), which could result in failure of the NLG to
extend following a gear-down selection, and consequent gear-up
landing, structural damage, and possible injury to passengers and
crew; accomplish the following:
One-Time Inspection
(a) Within 2,500 flight cycles after the effective date of this
AD: Do a general visual inspection to determine if the upper lock
link assembly of the NLG was manufactured by Ready Machine and
Manufacturing Company (this can be identified by the letters ``RM''
or an ``F'' suffix adjacent to the serial numbers), per the
Accomplishment Instructions of Boeing Alert Service Bulletin DC9-
32A340, excluding Appendix A, dated November 14, 2001. Then do the
actions specified in paragraph (b) or (c) of this AD, as applicable.
Note 1: For the purposes of this AD, a general visual inspection
is defined as: ``A visual examination of an interior or exterior
area, installation, or assembly to detect obvious damage, failure,
or irregularity. This level of inspection is made from within
touching distance unless otherwise specified. A mirror may be
necessary to enhance visual access to all exposed surfaces in the
inspection area. This level of inspection is made under normally
available lighting conditions such as daylight, hangar lighting,
flashlight, or droplight and may require removal or opening of
access panels or doors. Stands, ladders, or platforms may be
required to gain proximity to the area being checked.''
Repetitive Inspections/Modification or Replacement, if Necessary
(b) If the upper lock link assembly of the NLG was manufactured
by Ready Machine and Manufacturing Company: Within 2,500 flight
cycles after the effective date of this AD, do a high frequency eddy
current (HFEC) inspection of the assembly for cracking, per
Condition 1 of the Accomplishment Instructions of Boeing Alert
Service Bulletin DC9-32A340, excluding Appendix A, dated November
14, 2001.
(1) If no cracking is found, repeat the inspection at intervals
not to exceed 4,000 flight cycles until accomplishment of paragraph
(d) of this AD.
(2) If any cracking is found, before further flight, modify or
replace the upper lock link assembly, as applicable, per the service
bulletin.
(c) If the upper lock link assembly was not manufactured by
Ready Machine and Manufacturing Company: Within 3,500 flight cycles
after the effective date of this AD, do a HFEC inspection of the
assembly for cracking, per Condition 2 of the Accomplishment
Instructions of Boeing Alert Service Bulletin DC9-32A340, excluding
Appendix A, dated November 14, 2001.
(1) If no cracking is found, repeat the inspection at intervals
not to exceed 4,000 flight cycles until accomplishment of paragraph
(d) of this AD.
(2) If any cracking is found, before further flight, modify or
replace the upper lock link assembly, as applicable, per the service
bulletin.
[[Page 51521]]
Optional Terminating Action
(d) Modification or replacement of the upper lock link assembly
of the NLG, as applicable, per Boeing Alert Service Bulletin DC9-
32A340, excluding Appendix A, dated November 14, 2001, terminates
the repetitive inspections required by paragraph (b) or (c) of this
AD, as applicable.
Alternative Methods of Compliance
(e) In accordance with 14 CFR 39.19, the Manager, Los Angeles
Aircraft Certification Office, FAA, is authorized to approve
alternative methods of compliance for this AD.
Issued in Renton, Washington, on August 21, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 03-21874 Filed 8-26-03; 8:45 am]
BILLING CODE 4910-13-P