[Federal Register Volume 64, Number 175 (Friday, September 10, 1999)]
[Rules and Regulations]
[Pages 49080-49082]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-23472]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 97-NM-49-AD; Amendment 39-11224; AD 99-15-05]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model DC-9-10, -20, -
30, -40, and -50 Series Airplanes, and C-9 (Military) Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; correction.
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SUMMARY: This document corrects information in an existing
airworthiness directive (AD) that applies to certain McDonnell Douglas
Model DC-9-10, -20, -30, -40, and -50 series airplanes, and C-9
(military) airplanes. That AD currently requires a one-time visual
inspection to determine if all corners of the aft lower cargo doorjamb
have been previously modified. That AD also requires low frequency eddy
current inspections to detect cracks of the fuselage skin and doubler
at all corners of the aft lower cargo doorjamb, various follow-on
repetitive inspections, and modification, if necessary. This amendment
corrects two typographical errors involving reference to a certain
Principal Structural Element (PSE) and correction of a compliance time.
This correction is necessary to ensure that the correct PSE is
inspected, and that an appropriate period of time is permitted for
compliance with a certain inspection.
DATE: Effective August 18, 1999.
The incorporation by reference of certain publications listed in
the regulations was approved previously by the Director of the Federal
Register as of August 18, 1999 (64 FR 37838, July 14, 1999).
FOR FURTHER INFORMATION CONTACT: Wahib Mina, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification
Office, 3960 Paramount Boulevard, Lakewood, California 90712; telephone
(562) 627-5324; fax (562) 627-5210.
SUPPLEMENTARY INFORMATION: On July 7, 1999, the Federal Aviation
Administration (FAA) issued AD 99-15-05, amendment 39-11224 (64 FR
37838, July 14, 1999), which applies to certain McDonnell Douglas Model
DC-9-10, -20, -30, -40, and -50 series airplanes, and C-9 (military)
airplanes. That AD requires a one-time visual inspection to determine
if all corners of the aft lower cargo doorjamb have been previously
modified. That AD also requires low frequency eddy current inspections
to detect cracks of the fuselage skin and doubler at all corners of the
aft lower cargo doorjamb, various follow-on repetitive inspections, and
modification, if necessary. That AD was prompted by fatigue cracks
found in the fuselage skin and doubler at the corners of the aft lower
cargo doorjamb. The actions specified by that AD are intended to detect
and correct such fatigue cracking, which could result in rapid
decompression of the fuselage and consequent reduced structural
integrity of the airplane.
Need for the Correction
The FAA has noted that a typographical error exists in paragraph
(d) of the existing AD that involves the compliance time for performing
a high frequency eddy current (HFEC) inspection to detect cracks on the
skin adjacent to a certain modification of the corners of the right
lower cargo doorjamb. That AD specified that the HFEC inspection should
be performed ``prior to the accumulation of 28,000 landings since
accomplishment of that modification, or within 3,500 landings after the
effective date of the AD.'' However, the intent of the FAA was to
specify ``prior to the accumulation of 28,000 landings since
accomplishment of that modification, or within 3,575 landings after the
effective date of the AD.'' Paragraph (d) of the existing AD has been
revised to correctly specify 3,575 landings.
Additionally, a typographical error occurred in the identification
of the Principle Structural Element (PSE) specified in paragraph (e) of
the existing AD. The PSE was identified as ``PSE 53.09.033;'' however,
the appropriate number for the PSE should have been identified as
``53.09.035;'' That correction has been included in this AD.
Correction of Publication
This document corrects the typographical errors in AD 99-15-05, and
correctly adds the AD as an amendment to section 39.13 of the Federal
Aviation Regulations (14 CFR 39.13).
The final rule is being reprinted in its entirety for the
convenience of affected operators. The effective date of the AD remains
August 18, 1999.
Since this action only identifies the appropriate PSE to be
inspected and corrects a compliance time (which actually extends the
compliance period somewhat from the existing AD), it has no adverse
economic impact and imposes no additional burden on any person.
Therefore, the FAA has
[[Page 49081]]
determined that notice and public procedures are unnecessary.
List of Subject in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Correction
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends 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 [Corrected]
2. Section 39.13 is amended by correctly adding the following
airworthiness directive (AD):
99-15-05: McDonnell Douglas: Amendment 39-11224. Docket 97-NM-49-
AD.
Applicability: Model DC-9-10, -20, -30, -40, and -50 series
airplanes, and C-9 (military) airplanes, as listed in McDonnell
Douglas DC-9 Service Bulletin DC9-53-278, dated November 4, 1996, or
McDonnell Douglas DC-9 Service Bulletin DC9-53-278, Revision 01,
dated April 29, 1999; certificated in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (f) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To detect and correct fatigue cracking in the fuselage skin or
doubler at the corners of the aft lower cargo doorjamb, which could
result in rapid decompression of the fuselage and consequent reduced
structural integrity of the airplane, accomplish the following:
Note 2: Where there are differences between the service bulletin
and the AD, the AD prevails.
(a) Prior to the accumulation of 48,000 total landings, or
within 3,575 landings after the effective date of this AD, whichever
occurs later, perform a one-time visual inspection to determine if
the corners of the aft lower cargo doorjamb have been modified prior
to the effective date of this AD.
(b) If the visual inspection required by paragraph (a) of this
AD reveals that the corners of the aft lower cargo doorjamb have not
been modified: Prior to further flight, perform a low frequency eddy
current (LFEC) or x-ray inspection to detect cracks of the fuselage
skin and doubler at all corners of the aft lower cargo doorjamb, in
accordance with McDonnell Douglas Service Bulletin DC9-53-278, dated
November 4, 1996, or Revision 01, dated April 29, 1999.
(1) If no crack is detected during the LFEC or x-ray inspection
required by this paragraph, accomplish the requirements of either
paragraph (b)(1)(i) or (b)(1)(ii) of this AD.
(i) Option 1. Repeat the inspections as follows until paragraph
(b)(1)(ii) of this AD is accomplished:
(A) If the immediately preceding inspection was conducted using
LFEC techniques, conduct the next inspection within 3,575 landings.
(B) If the immediately preceding inspection was conducted using
x-ray techniques, conduct the next inspection within 3,075 landings.
(ii) Option 2. Prior to further flight, modify the corners of
the aft lower cargo doorjamb, in accordance with either service
bulletin. Prior to the accumulation of 28,000 landings after
accomplishment of that modification, perform a High Frequency Eddy
Current (HFEC) inspection to detect cracks on the skin adjacent to
the modification, in accordance with McDonnell Douglas Service
Bulletin DC9-53-278, Revision 01, dated April 29, 1999. Repeat the
HFEC inspection thereafter at intervals not to exceed 20,000
landings.
(A) If no crack is detected on the skin adjacent to the
modification during any HFEC or x-ray inspection required by
paragraph (b) of this AD, repeat the HFEC inspection thereafter at
intervals not to exceed 20,000 landings.
(B) If any crack is detected on the skin adjacent to the
modification during any HFEC or x-ray inspection required by this
paragraph, prior to further flight, repair it in accordance with a
method approved by the Manager, Los Angeles Aircraft Certification
Office (ACO), FAA, Transport Airplane Directorate.
(2) If any crack is found during any LFEC or x-ray inspection
required by paragraph (b) of this AD and the crack is 2 inches or
less in length: Prior to further flight, modify it in accordance
with McDonnell Douglas Service Bulletin DC9-53-278, Revision 01,
dated April 29, 1999. Prior to the accumulation of 28,000 landings
after accomplishment of the modification, perform an HFEC inspection
to detect cracks on the skin adjacent to the modification, in
accordance with the service bulletin.
(i) If no crack is detected during the HFEC inspection required
by this paragraph, repeat the HFEC inspection thereafter at
intervals not to exceed 20,000 landings.
(ii) If any crack is detected during the HFEC inspection
required by this paragraph, prior to further flight, repair it in
accordance with a method approved by the Manager, Los Angeles ACO.
(3) If any crack is found during any LFEC or x-ray inspection
required by this paragraph and the crack is greater than 2 inches in
length: Prior to further flight, repair it in accordance with a
method approved by the Manager, Los Angeles ACO.
(c) If the visual inspection required by paragraph (a) of this
AD reveals that the corners of the aft lower cargo doorjamb have
been modified, but not in accordance with the DC-9 Structural Repair
Manual (SRM) or Service Rework Drawing, prior to further flight,
repair it in accordance with a method approved by the Manager, Los
Angeles ACO.
(d) If the visual inspection required by paragraph (a) of this
AD reveals that the corners of the aft lower cargo doorjamb have
been modified in accordance with DC-9 SRM or Service Rework Drawing,
prior to the accumulation of 28,000 landings since accomplishment of
that modification, or within 3,575 landings after the effective date
of this AD, whichever occurs later, perform a HFEC inspection to
detect cracks on the skin adjacent to the modification, in
accordance with McDonnell Douglas Service Bulletin DC9-53-278,
Revision 01, dated April 29, 1999. Repeat the HFEC inspection
thereafter at intervals not to exceed 20,000 landings.
(1) If no crack is detected during any HFEC inspection required
by this paragraph, repeat the HFEC inspection thereafter at
intervals not to exceed 20,000 landings.
(2) If any crack is detected during any HFEC inspection required
by this paragraph, prior to further flight, repair it in accordance
with a method approved by the Manager, Los Angeles ACO.
(e) Accomplishment of the actions required by this AD
constitutes terminating action for inspections of Principal
Structural Element (PSE) 53.09.035 (reference McDonnell Douglas
Model DC-9 Supplemental Inspection Document, Report No. L26-008,
Section 2 of Volume 1, Revision 5, dated July 1997, as required by
AD 96-13-03, amendment 39-9671).
Alternative Methods of Compliance
(f) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Los Angeles Aircraft Certification
Office (ACO), FAA, Transport Airplane Directorate. Operators shall
submit their requests through an appropriate FAA Principal
Maintenance Inspector, who may add comments and then send it to the
Manager, Los Angeles ACO.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Los Angeles ACO.
Special Flight Permits
(g) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
Incorporation by Reference
(h) Except as provided by paragraphs (b)(1)(ii)(B), (b)(2)(ii),
(b)(3), (c), and (d)(2) of this AD, the actions shall be done in
accordance with McDonnell Douglas Service
[[Page 49082]]
Bulletin DC9-53-278, dated November 4, 1996, and McDonnell Douglas
Service Bulletin DC9-53-278, Revision 01, dated April 29, 1999. This
incorporation by reference was approved previously by the Director
of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR
part 51 as of August 18, 1999 (64 FR 37838, July 14, 1999). Copies
may be obtained from The Boeing Company, Douglas Products Division,
P.O. Box 1771, Long Beach, California 90846-1771, Attention:
Business Unit Manager, Contract Data Management, C1-255 (35-22).
Copies may be inspected at the FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington; or at the Office of the
Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.
(i) The effective date of this amendment remains August 18,
1999.
Issued in Renton, Washington, on September 3, 1999.
Dorenda D. Baker,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-23472 Filed 9-9-99; 8:45 am]
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