[Federal Register Volume 78, Number 176 (Wednesday, September 11, 2013)]
[Proposed Rules]
[Pages 55662-55664]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2013-22147]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0706; Directorate Identifier 2013-NM-067-AD]
RIN 2120-AA64
Airworthiness Directives; the Boeing Company 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
certain the Boeing Company Model DC-9-10, DC-9-30, and DC-9-40 series
airplanes. This proposed AD was prompted by an evaluation by the design
approval holder (DAH) indicating that the aft pressure bulkhead web
area is subject to widespread fatigue damage (WFD). This proposed AD
would require modifying the aft pressure bulkhead. The modification
includes inspecting for cracks around the rivet holes, and repair of
any cracking. We are proposing this AD to prevent fatigue cracking of
the aft pressure bulkhead, which could result in reduced structural
integrity of the airplane.
DATES: We must receive comments on this proposed AD by October 28,
2013.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, 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: 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 AD, contact Boeing
Commercial Airplanes, Attention: Data & Services Management, 3855
Lakewood Boulevard, MC D800-0019, Long Beach, CA 90846-0001; telephone
206-544-5000, extension 2; fax 206-766-5683; 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: Eric Schrieber, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification
Office, 3960 Paramount Boulevard, Lakewood, CA 90712-4137; phone: (562)
627-5348; fax: (562) 627-5210; email: [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-2013-0706;
Directorate Identifier 2013-NM-067-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
Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural element such as a single rivet line of a
lap splice joining two large skin panels. Global damage can also occur
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small
initially to be reliably detected with normal inspection methods.
Without intervention, these cracks will grow, and eventually compromise
the structural integrity of the airplane, in a condition known as
widespread fatigue damage (WFD). As an airplane ages, WFD will likely
occur, and will certainly occur if the airplane is operated long enough
without any intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that DAHs
establish a limit of validity (LOV) of the engineering data that
support the structural maintenance program. Operators affected by the
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV
is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose
[[Page 55663]]
LOVs that allow operators the longest operational lives for their
airplanes, and still ensure that WFD will not occur. This approach
allows for an implementation strategy that provides flexibility to DAHs
in determining the timing of service information development (with FAA
approval), while providing operators with certainty regarding the LOV
applicable to their airplanes.
Explanation of Applicability
For The Boeing Company Model DC-9 series airplanes, AD 85-01-02 R1,
Amendment 39-5241 (51 FR 6101, dated February 20, 1988), was issued to
supersede an AD that required visual, eddy current, and x-ray
inspections of the aft pressure bulkhead for cracking. AD 85-01-02 R1
required accomplishing the modification specified in Boeing Alert
Service Bulletin DC9-A53-144, Revision 2, dated February 23, 1984,
within 18 months after March 31, 1986 (the effective date of AD 85-01-
02 R1). Boeing Alert Service Bulletin DC9-A53-144, Revision 2, dated
February 23, 1984, specifies that the modification must be done for
Groups I and II airplanes with more than 40,000 total flight cycles.
We are proposing this AD to address Group I or Group II airplanes
that have not accomplished the modification specified in Boeing Alert
Service Bulletin DC9-A53-144, Revision 2, dated February 23, 1984. This
proposed AD is not a supersedure because the required actions apply
only to those airplanes. AD 85-01-02 R1, Amendment 39-5241 (51 FR 6101,
dated February 20, 1988), also contained additional actions that are
not included in this proposed AD.
Relevant Service Information
We reviewed Boeing Alert Service Bulletin DC9-A53-144, Revision 2,
dated February 23, 1984. For information on the procedures and
compliance times, see this service information at http://www.regulations.gov by searching for Docket No. FAA-2013-0706.
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 develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would require accomplishing the actions specified
in the service information identified previously, except as discussed
under ``Differences Between the Proposed AD and the Service
Information.''
Differences Between the Proposed AD and the Service Information
Boeing Alert Service Bulletin DC9-A53-144, Revision 2, dated
February 23, 1984, specifies that the original ventral bulkhead was
tested by McDonnell Douglas for up to 76,550 flight cycles, and
cracking was detected at 72,000 flight cycles. It was determined that
the initial inspection threshold of 40,000 flight cycles, as specified
in the service information, was based on half the test life, which was
adjusted for the current fleet distribution at that time. Testing also
showed an onset of cracking at 72,000 flight cycles was not widespread
fatigue type cracking. Therefore, we have determined that a compliance
time of ``before the accumulation of 72,000 flight cycles or with 18
months after the effective date of the AD, whichever is later''
adequately addresses the unsafe condition identified in this proposed
AD.
Sheet 1 of Service Sketch 3109, and Sheet 7 of Service Sketch 3110B
of Boeing Alert Service Bulletin DC9-A53-144, Revision 2, dated
February 23, 1984; specify reporting the details of any cracks found;
however, this proposed AD does not require reporting.
Boeing Alert Service Bulletin DC9-A53-144, Revision 2, dated
February 23, 1984, 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.
These differences have been coordinated with the manufacturer.
Explanation of Compliance Time
The compliance time for the modification specified in this proposed
AD for addressing WFD was established to ensure that discrepant
structure is modified before WFD develops in airplanes. Standard
inspection techniques cannot be relied on to detect WFD before it
becomes a hazard to flight. We will not grant any extensions of the
compliance time to complete any AD-mandated service bulletin related to
WFD without extensive new data that would substantiate and clearly
warrant such an extension.
Costs of Compliance
We estimate that this proposed AD affects 6 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
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Cost on U.S.
Action Labor cost Parts cost Cost per product operators
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Modification (includes 542 work-hours x $85 $4,680 $50,750 $304,500
inspection). per hour = $46,070.
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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.
[[Page 55664]]
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
0
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]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
The Boeing Company: Docket No. FAA-2013-0706; Directorate Identifier
2013-NM-067-AD.
(a) Comments Due Date
We must receive comments by October 28, 2013.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model DC-9-10, DC-9-30,
and DC-9-40 series airplanes, certificated in any category,
identified in Boeing Alert Service Bulletin DC9-A53-144, Revision 2,
dated February 23, 1984.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 5312, Fuselage Main Bulkhead.
(e) Unsafe Condition
This AD was prompted by an evaluation by the design approval
holder (DAH) indicating that the fuselage bulkhead web area is
subject to widespread fatigue damage (WFD). We are issuing this AD
to prevent fatigue cracking of the bulkhead, which could result in
reduced structural integrity of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Modification
For airplanes on which the modification (AD4 rivets replaced
with AD5 rivets) required by AD 85-01-02 R1, Amendment 39-5241 (51
FR 6101, dated February 20, 1988) has not been done: Before the
accumulation of 72,000 total flight cycles, or within 18 months
after the effective date of this AD, whichever occurs later, modify
the aft pressure bulkhead by removing all affected AD4 rivets and
doing either a fluorescent penetrant or eddy current inspection
around the rivet holes for cracks, repairing any cracking, and
installing five-leaf doublers with AD5 rivets, in accordance with
the Accomplishment Instructions of Boeing Alert Service Bulletin
DC9-A53-144, Revision 2, dated February 23, 1984; except as required
by paragraph (h) of this AD.
Note 1 to paragraph (g) of this AD: Information on additional
procedures for the modification can be found in Notes 4, 5, and 6,
as applicable, of paragraph 1.D., `Compliance' of Boeing Alert
Service Bulletin DC9-A53-144, Revision 2, dated February 23, 1984.
(h) Exception to Service Information
If any crack is found during any inspection required by this AD,
and Boeing Alert Service Bulletin DC9-A53-144, Revision 2, dated
February 23, 1984, specifies to contact Boeing for appropriate
action: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (j) of this
AD.
(i) No Reporting Required
Sheet 1 of Service Sketch 3109, and Sheet 7 of Service Sketch
3110B of Boeing Alert Service Bulletin DC9-A53-144, Revision 2,
dated February 23, 1984; specify reporting the details of any cracks
found; however, this AD does not require reporting.
(j) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Los Angeles Aircraft Certification Office
(ACO), 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 Los Angeles 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
Structures 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.
(k) Related Information
(1) For more information about this AD, contact Eric Schrieber,
Aerospace Engineer, Airframe Branch, ANM-120L, FAA, Los Angeles
Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood,
CA 90712-4137; phone: (562) 627-5348; fax: (562) 627-5210; email:
[email protected].
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
3855 Lakewood Boulevard, MC D800-0019, Long Beach, CA 90846-0001;
telephone 206-544-5000, extension 2; fax 206-766-5683; 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.
Issued in Renton, Washington, on August 30, 2013.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-22147 Filed 9-10-13; 8:45 am]
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