[Federal Register Volume 76, Number 49 (Monday, March 14, 2011)]
[Proposed Rules]
[Pages 13543-13546]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-5725]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-0217; Directorate Identifier 2010-NM-165-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model DC-9-81 (MD-
81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
[[Page 13544]]
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed AD would require a detailed
inspection to detect distress and existing repairs to the leading edge
structure of the vertical stabilizer at the splice at Station Zfs =
52.267; repetitive inspections for cracking in the front spar cap
forward flanges of the vertical stabilizer, and either the aft flanges
or side skins; repetitive inspections for loose and missing fasteners;
and related investigative and corrective actions if necessary. This
proposed AD was prompted by reports of cracked vertical stabilizer
skin, a severed front spar cap, elongated fastener holes at the leading
edge of the vertical stabilizer, and a cracked front spar web and front
spar cap bolt holes in the vertical stabilizer. We are proposing this
AD to detect and correct such cracking damage, which could result in
the structure being unable to support limit load, and could lead to the
loss of the vertical stabilizer.
DATES: We must receive comments on this proposed AD by April 28, 2011.
ADDRESSES: You may send comments by any of the following methods:
Federal Rulemaking 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: Deliver to Mail address above 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, Attention: Data & Services Management,
3855 Lakewood Boulevard, MC D800-0019, Long Beach, California 90846-
0001; phone: 206-544-5000, extension 2; fax: 206-766-5683; e-mail:
[email protected]; Internet: https://www.myboeingfleet.com. You may
review copies of the referenced service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at the
FAA, call 425-227-1221.
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 (phone: 800-647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Roger Durbin, Aerospace Engineer,
Airframe Branch, ANM-120L, Los Angeles ACO, FAA, 3960 Paramount Blvd.,
Lakewood, CA 90712-4137; phone: 562-627-5233; fax: 562-627-5210; e-
mail: [email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under the ADDRESSES section. Include ``Docket No. FAA-2011-0217;
Directorate Identifier 2010-NM-165-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 two reports of cracked vertical stabilizer skin at
Station Zfs = 52.267. Subsequent inspection revealed a severed front
spar cap and a cracked front spar web. Cracks were also found on
several other Model MD-80 airplanes in the front spar cap bolt holes of
the vertical stabilizer. The affected Model MD-80 airplanes had accrued
between 39,749 and 56,212 total flight hours and between 32,176 and
44,001 total landing cycles when the cracks/anomalies were found. The
cause of the skin cracks is high loading occurrences, such as, but not
limited to, in-flight turbulence. Cracks in the vertical stabilizer
leading edge and front spar cap could result in the structure being
unable to support limit load, and could lead to the loss of the
vertical stabilizer.
Related Rulemaking
We are considering similar rulemaking for The Boeing Company Model
MD-90-30 airplanes. The Model MD-90 airplane vertical stabilizer is
similar in design and loading to that of the Model DC-9-81 (MD-81), DC-
9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 airplanes
vertical stabilizer.
Relevant Service Information
We reviewed Boeing Alert Service Bulletin MD80-55A067, dated June
24, 2010. The service information describes procedures for a detailed
inspection to detect distress in and existing repairs to the leading
edge structure of the vertical stabilizer at the splice at Station Zfs
= 52.267, and corrective action if necessary. The corrective action is
doing a leading edge repair, if the leading edge is distressed, by
repairing or replacing the leading edge splice band of the vertical
stabilizer. The service information defines ``distress'' as deformed
holes, elongated holes, oversized holes or cracks in the leading edge
skin and splice; and ``existing repairs'' as bushings, washers or
reinforcing repairs to the leading edge.
The service information also describes procedures for repetitive
inspections for cracking in the front spar cap of the vertical
stabilizer using the inspections specified in Option 1 or Option 2 of
the service information, and related investigative and corrective
actions if necessary.
Option 1 involves an open hole eddy current high frequency (ETHF)
inspection of the forward flanges and a radiographic testing inspection
of the aft flanges; Option 2 involves an open hole ETHF inspection of
the forward flanges and an ETHF surface inspection of the side skins of
the aft flanges. For airplanes on which any cracking is found, the
related investigative action is confirming the cracking through a
specified evaluation/verification process. The corrective action is
contacting Boeing and doing the repair in accordance with Boeing's
instructions.
The service information also describes procedures for repetitive
detailed inspections for indications of loose and missing fasteners of
the stabilizer leading edge structure of the vertical at the splice at
Station Zfs = 52.267, and corrective actions if necessary. The
corrective action, if any loose or missing fasteners are found, is
repairing the leading edge by repairing or replacing the leading edge
splice band of the vertical stabilizer.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or
[[Page 13545]]
develop in other products of the same type designs.
Proposed AD Requirements
This proposed AD would require accomplishing the actions specified
in the service information described previously.
Differences Between the Proposed AD and the Service Information
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:
In accordance with a method that we approve, or
Using data that meet the certification basis of the
airplane, and that have been approved by the Boeing Commercial
Airplanes Organization Designation Authorization (ODA) whom we have
authorized to make those findings.
Costs of Compliance
We estimate that this proposed AD will affect 668 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
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Cost per Cost on U.S.
Action Labor cost Parts cost product operators
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Inspection for existing repairs, 10 work-hours x $85 per $0 $850 $567,800
distress. hour = $850.
Repetitive inspections for cracking 7 work-hours x $85 per 0 595 397,460
and loose and missing fasteners. hour = $595.
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We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this proposed
AD.
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),
(3) Will not affect intrastate aviation in Alaska, and
(4) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, 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):
The Boeing Company: Docket No. FAA-2011-0217; Directorate Identifier
2010-NM-165-AD.
Comments Due Date
(a) We must receive comments by April 28, 2011.
Affected ADs
(b) None.
Applicability
(c) This AD applies to The Boeing Company Model DC-9-81 (MD-81),
DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88
airplanes, certificated in any category, as identified in Boeing
Alert Service Bulletin MD80-55A067, dated June 24, 2010.
Subject
(d) Joint Aircraft System Component (JASC)/Air Transport
Association (ATA) of America Code 55, Stabilizers.
Unsafe Condition
(e) This AD was prompted by reports of cracked vertical
stabilizer skin, a severed front spar cap, elongated fastener holes
at the leading edge of the vertical stabilizer, and a cracked front
spar web and front spar cap bolt holes in the vertical stabilizer.
We are issuing this AD to detect and correct such cracking damage,
which could result in the structure being unable to support limit
load, and could lead to the loss of the vertical stabilizer.
Compliance
(f) Comply with this AD within the compliance times specified,
unless already done.
Inspections
(g) Within 4,500 flight cycles after the effective date of this
AD, do a detailed inspection for distress in and existing repairs to
the leading edge structure of the vertical stabilizer at the splice
at Station Zfs = 52.267, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin MD80-55A067, dated
June 24, 2010.
Repetitive Inspections for Cracks, and Related Investigative and
Corrective Actions
(h) Before further flight after doing the inspection required by
paragraph (g) of this AD, inspect for cracks of the left and right
vertical stabilizer front spar cap, in accordance with either Option
1 or Option 2 as specified in the Accomplishment Instructions of
Boeing Alert Service Bulletin MD80-55A067, dated June 24, 2010. If
any crack is found, before further flight, evaluate and verify to
confirm all crack indications in accordance with the Accomplishment
[[Page 13546]]
Instructions of Boeing Alert Service Bulletin MD80-55A067, dated
June 24, 2010.
(1) If any cracking is confirmed, before further flight, repair
using a method approved in accordance with the procedures specified
in paragraph (l) of this AD.
(2) If no cracking is confirmed, repeat the inspection
thereafter at intervals not to exceed the applicable interval
specified in paragraph (h)(2)(i) or (h)(2)(ii) of this AD.
(i) If the most recent inspection was done using Option 1, the
next inspection must be done within 4,400 flight cycles.
(ii) If the most recent inspection was done using Option 2, the
next inspection must be done within 3,000 flight cycles.
Leading Edge Repair
(i) If leading edge distress is found during the detailed
inspection required by paragraph (g) of this AD, before further
flight and after accomplishing the inspection required by paragraph
(h) of this AD, repair the leading edge, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin MD80-
55A067, dated June 24, 2010.
Inspection for Loose/Missing Fasteners
(j) For airplanes on which no cracking is confirmed during the
initial inspection required by paragraph (h) of this AD: At the
applicable time specified in paragraph (j)(1) or (j)(2) of this AD,
do a detailed inspection for indications of loose and missing
fasteners, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin MD80-55A067, dated June 24, 2010. If
any loose or missing fastener is found, before further flight,
repair the leading edge, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin MD80-55A067, dated
June 24, 2010.
(1) If the inspection required by paragraph (h) was done using
Option 1, do the inspection required by paragraph (j) of this AD
within 4,400 flight cycles after accomplishing the inspection
required by paragraph (h) of this AD.
(2) If inspection required by paragraph (h) was done using
Option 2, do the inspection required by paragraph (j) of this AD
within 3,000 flight cycles after accomplishing the inspection
required by paragraph (h) of this AD
(k) For airplanes on which no cracking is confirmed during the
most recent inspection required by paragraph (h) of this AD: Repeat
the inspection for loose and missing fasteners required by paragraph
(j) of this AD thereafter at intervals not to exceed the applicable
time specified in paragraph (k)(1) or (k)(2) of this AD.
(1) If the most recent inspection required by paragraph (h) was
done using Option 1, the next inspection required by paragraph (j)
of this AD must be done within 4,400 flight cycles after
accomplishing the most recent inspection required by paragraph (j)
of this AD.
(2) If the most recent inspection required by paragraph (h) was
done using Option 2, the next inspection required by paragraph (j)
of this AD must be done within 3,000 flight cycles after the most
recent inspection required by paragraph (j) of this AD.
Alternative Methods of Compliance (AMOCs)
(l)(1) The Manager, Los Angeles Aircraft Certification Office,
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in the Related Information
section of this AD.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(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 the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that 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.
Related Information
(m) For more information about this AD, contact Roger Durbin,
Aerospace Engineer, Airframe Branch, ANM-120L, Los Angeles ACO, FAA,
3960 Paramount Blvd., Lakewood, CA 90712-4137; phone: 562-627-5233;
fax: 562-627-5210; e-mail: [email protected].
(n) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
3855 Lakewood Boulevard, MC D800-0019, Long Beach, California 90846-
0001; phone: 206-544-5000, extension 2; fax: 206-766-5683; e-mail:
[email protected]; Internet: https://www.myboeingfleet.com. You
may review copies of the referenced service information at the FAA,
Transport Airplane Directorate, the FAA, 1601 Lind Avenue, SW.,
Renton, Washington. For information on the availability of this
material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on March 4, 2011.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-5725 Filed 3-11-11; 8:45 am]
BILLING CODE 4910-13-P