Federal Register / Vol. 60, No. 227 / Monday, November 27, 1995 / Rules and Regulations 58213

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under 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. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–24–01 McDonnell Douglas: Amendment

39–9433. Docket 95–NM–50–AD.

Applicability: Model DC–10–10 series

airplanes, as listed in McDonnell Douglas

DC–10 Service Bulletin 57–36, Revision 7,

dated December 11, 1992, certificated in any

category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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 use the authority

provided in paragraph (c) of this AD to

request approval from the FAA. This

approval may address either no action, if the

current configuration eliminates the unsafe

condition; or different actions necessary to

address the unsafe condition described in

this AD. Such a request should include an

assessment of the effect of the changed

configuration on the unsafe condition

addressed by this AD. In no case does the

presence of any modification, alteration, or

repair remove any airplane from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

Note 2: Inspections and modifications

required by paragraphs (g) and (h) of AD 94–

23–01, amendment 39–9063, accomplished

prior to the effective date of this amendment

in accordance with McDonnell Douglas DC–

10 Service Bulletin 57–123, dated June 8,

1993, or McDonnell Douglas DC–10 Service

Bulletin 57–36, Revision 6, dated February

25, 1991, are considered acceptable for

compliance with the applicable inspections

and modifications required by this

amendment for the affected structure.

To prevent fatigue-related cracking, which

could lead to the failure of the aft spar cap

and subsequent reduced structural integrity

of the wing, accomplish the following:

(a) Prior to the accumulation of 15,000 total

landings or within 2,000 landings after the

effective date of this AD, whichever occurs

later, perform an eddy current inspection of

the wings to detect cracks in the aft spar

lower cap, in the stringer butterfly clips on

the bulkheads at stations Xors=372.000 and

Xors=402.000, and in the fastener holes of the

access doors of the inboard upper surface, in

accordance with McDonnell Douglas DC–10

Service Bulletin 57–36, Revision 7, dated

December 11, 1992.

(1) If no cracks are detected, repeat the

inspection thereafter at intervals not to

exceed 2,000 landings until the modification

required by paragraph (b) of this AD is

accomplished.

(2) If any crack is detected, prior to further

flight, repair in accordance with a method

approved by the Manager, Los Angeles

Aircraft Certification Office (ACO), FAA,

Transport Airplane Directorate.

(b) Prior to the accumulation of 42,000

total landings or within 5 years after the

effective date of this AD, whichever occurs

later, modify the aft spar lower cap, the

stringer butterfly clips on the bulkheads at

stations Xors=372.000 and Xors=402.000, and

the fastener holes of the access doors of the

inboard upper surface of the wings, in

accordance with McDonnell Douglas DC–10

Service Bulletin 57–36, Revision 7, dated

December 11, 1992. Accomplishment of this

modification constitutes terminating action

for the repetitive inspection requirement of

this AD.

(c) 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 ACO. 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.

(d) 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.

(e) The inspections, repair, and

modification shall be done in accordance

with McDonnell Douglas DC–10 Service

Bulletin 57–36, Revision 7, dated December

11, 1992. This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from McDonnell Douglas Corporation, 3855

Lakewood Boulevard, Long Beach, California

90846, Attention: Technical Publications

Business Administration, Department C1–

L51 (2–60). Copies may be inspected at the

FAA, Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington; or at

the FAA, Los Angeles Aircraft Certification

Office, Transport Airplane Directorate, 3960

Paramount Boulevard, Lakewood, California;

or at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

(f) This amendment becomes effective on

December 27, 1995.

Issued in Renton, Washington, on

November 9, 1995.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–28797 Filed 11–24–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–04–AD; Amendment

39–9436; AD 95–24–04]

Airworthiness Directives; Airbus Model

A300 and A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Airbus Model A300

and A300–600 series airplanes, that

requires repetitive eddy current

inspections to detect cracks at the aft

spar web of the wings, and repair, if

necessary. This amendment is prompted

by reports indicating that cracks have

been found in the rear spar web of the

wings between ribs 1 and 2 of an inservice airplane and during testing on

the fatigue test wing; the cracking

occurred due to fatigue-related high

shear stress. The actions specified by

this AD are intended to prevent such

fatigue-related cracking, which could

result in reduced structural integrity of

the wing.

DATES: Effective December 27, 1995.

The incorporation by reference of

certain publications listed in the
58214 Federal Register / Vol. 60, No. 227 / Monday, November 27, 1995 / Rules and Regulations

regulations is approved by the Director

of the Federal Register as of December

27, 1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Phil

Forde, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2146; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to all Airbus Model

A300 and A300–600 series airplanes

was published in the Federal Register

on May 4, 1995 (60 FR 22011). That

action proposed to require repetitive

eddy current inspections to detect

cracks at the aft spar web of the wings,

and repair, if necessary.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

single comment received.

The commenter supports the

proposed rule.

After careful review of the available

data, including the comment noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

The FAA estimates that 89 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 3

work hours per airplane to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $16,020, or $180 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

The regulations adopted herein will

not have substantial direct effects 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, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under 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. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–24–04 Airbus Industrie: Amendment 39–

9436. Docket 95–NM–04–AD.

Applicability: All Model A300 and Model

A300–600 series airplanes, 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 use the authority

provided in paragraph (f) of this AD to

request approval from the FAA. This

approval may address either no action, if the

current configuration eliminates the unsafe

condition; or different actions necessary to

address the unsafe condition described in

this AD. Such a request should include an

assessment of the effect of the changed

configuration on the unsafe condition

addressed by this AD. In no case does the

presence of any modification, alteration, or

repair remove any airplane from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent fatigue-related cracking in the

rear spar web of the wings, which could

result in reduced structural integrity of the

wing, accomplish the following:

(a) For Model A300 B2 series airplanes:

Prior to the accumulation of 18,000 total

flight cycles or within 1,400 flight cycles

after the effective date of this AD, whichever

occurs later, perform a high frequency eddy

current (HFEC) inspection to detect cracks at

the aft spar web of the wings, in accordance

with Airbus Service Bulletin A300–57–0213,

dated August 12, 1994. Repeat the inspection

thereafter at intervals not to exceed 5,000

flight cycles.

(b) For Model A300 B4–103, and B4–2C

series airplanes: Prior to the accumulation of

19,000 total flight cycles or within 1,400

flight cycles after the effective date of this

AD, whichever occurs later, perform an

HFEC inspection to detect cracks at the aft

spar web of the wings, in accordance with

Airbus Service Bulletin A300–57–0213,

dated August 12, 1994. Repeat the inspection

thereafter at intervals not to exceed 6,000

flight cycles.

(c) For Model A300 B4–200 series

airplanes: Prior to the accumulation of 17,000

total flight cycles or within 1,400 flight

cycles after the effective date of this AD,

whichever occurs later, perform an HFEC

inspection to detect cracks at the aft spar web

of the wings, in accordance with Airbus

Service Bulletin A300–57–0213, dated

August 12, 1994. Repeat the inspection

thereafter at intervals not to exceed 5,000

flight cycles.

(d) For Model A300–600 B4–601, B4–603,

B4–620, B4–622, B4–605R, B4–622R, and

F4–605R series airplanes: Prior to the

accumulation of 21,600 flight cycles, perform

an HFEC inspection to detect cracks at the aft

spar web of the wings, in accordance with

Airbus Service Bulletin A300–57–6059,

dated August 12, 1994. Repeat the inspection

thereafter at intervals not to exceed 5,700

flight cycles.

(e) If any crack is detected during any

inspection required by this AD, prior to

further flight, repair the crack in accordance

with Airbus Service Bulletin A300–57–0213,

dated August 12, 1994, or Airbus Service

Bulletin A300–57–6059, dated August 12,

1994, as applicable; or in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(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,

Standardization Branch, ANM–113.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then
Federal Register / Vol. 60, No. 227 / Monday, November 27, 1995 / Rules and Regulations 58215

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(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.

(h) The inspections and repairs shall be

done in accordance with Airbus Service

Bulletin A300–57–0213, dated August 12,

1994, or Airbus Service Bulletin A300–57–

6059, dated August 12, 1994, as applicable.

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Airbus Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

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) This amendment becomes effective on

December 27, 1995.

Issued in Renton, Washington, on

November 9, 1995.

S. R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–28798 Filed 11–24–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–114–AD; Amendment

39–9427; AD 95–23–07]

Airworthiness Directives; McDonnell

Douglas Model MD–11 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model MD–11 series airplanes,

that currently requires visual

inspections to detect cracking of the

outboard and inboard surfaces of the

upper spar angles of the wing pylons,

and repair of any cracked upper spar

angles. This amendment requires eddy

current inspections to detect cracking of

the upper spar angles on the left and

right sides of the wing pylons, and

replacement of the spar angles as

terminating action for the inspections.

This amendment is prompted by the

development of a modification that

positively addresses the unsafe

condition. The actions specified by this

AD are intended to prevent loss of loadcarrying and fail-safe capability of the

upper inboard spar cap of the wing

pylon, which could subsequently

reduce the structural integrity of the

airplane.

DATES: Effective December 27, 1995.

The incorporation by reference of

certain publications, as listed in the

regulations, is approved by the Director

of the Federal Register as of December

27, 1995.

The incorporation by reference of

McDonnell Douglas Alert Service

Bulletin MD11–54A049 R01, Revision 1,

dated February 7, 1995, listed in the

regulations, was approved previously by

the Director of the Federal Register as

of March 17, 1995 (60 FR 11623, March

2, 1995).

ADDRESSES: The service information

referenced in this AD may be obtained

from McDonnell Douglas Corporation,

3855 Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Department C1–L51 (2–60). This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the FAA, Los

Angeles Aircraft Certification Office,

Transport Airplane Directorate, 3960

Paramount Boulevard, Lakewood,

California; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

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 (310) 627–

5324; fax (310) 627–5210.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 95–04–15,

amendment 39–9167 (60 FR 11623,

March 2, 1995), which is applicable to

certain McDonnell Douglas Model MD–

11 series airplanes, was published in the

Federal Register on August 21, 1995 (60

FR 43415). The action proposed to

continue to require visual inspections to

detect cracking of the outboard and

inboard surfaces of the upper spar

angles on the number 1 and number 3

wing pylons. However, the action also

proposed to require eddy current

inspections to detect cracking on the

forward end of the left and right sides

of the upper spar angles on the number

1 and number 3 wing pylons, and

replacement of the upper spar angles on

the left and right sides of the number 1

and number 3 wing pylons.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the two

comments received.

Both commenters support the

proposed rule.

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

There are approximately 123 Model

MD–11 series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 47 airplanes of U.S.

registry will be affected by this AD.

The visual inspections that are

currently required by AD 95–04–15 and

retained in this new AD take

approximately 10 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact on U.S.

operators of the actions currently

required is estimated to be $28,200, or

$600 per airplane, per inspection.

The eddy current inspections that are

required by this new AD will take

approximately 10 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact on U.S.

operators of the new requirements of

this AD is estimated to be $28,200, or

$600 per airplane.

The new requirement to replace the

spar angle that is required in this AD

action will take approximately 440 work

hours to accomplish the replacement of

one spar angle per wing pylon (with two

wing pylons per airplane), or 550 work

hours to accomplish the replacement of

two spar angles per wing pylon (with

two wing pylons per airplane), at an

average labor rate of $60 per work hour.

Required parts will be provided by the

manufacturer at no cost to the operator.

Based on these figures, the cost impact

on U.S. operators of the replacement

requirement is estimated to be $26,400

to replace one spar angle per wing pylon

(or $52,800 per airplane), or $33,000 to

replace two spar angles per wing pylon

(or $66,000 per airplane).

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

The regulations adopted herein will

not have substantial direct effects 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, in