Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Proposed Rules 82333 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Atlanta 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 Principal Maintenance Inspector 

or Principal Avionics Inspector, as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

(3) AMOCs approved for AD 99–15–04 R1 

are approved as AMOCs for this AD. 

Related Information 

(i) For more information about this AD, 

contact Darby Mirocha, Aerospace Engineer, 

FAA, Atlanta Aircraft Certification Office, 

1701 Columbia Avenue, College Park, 

Georgia 30337; phone: (404) 474–5573; fax: 

(404) 474–5605; e-mail: 

darby.mirocha@faa.gov. 

(j) For service information identified in this 

AD, contact Piper Aircraft, Inc., 2926 Piper 

Drive, Vero Beach, Florida 32960; telephone: 

(772) 567–4361; fax: (772) 978–6573; 

Internet: http://www.piper.com/home/pages/ 

publications.cfm. You may review copies of 

the referenced service information at the 

FAA, Small Airplane Directorate, 901 Locust 

St., Kansas City, MO 64106. For information 

on the availability of this material at the 

FAA, call (816) 329–4148. 

Appendix 1 to Docket No. FAA–2010–1295 

Model PA–46–310P (Mailbu)—Emergency 

Procedures for the Pilot’s Operating 

Handbook (POH) 

(1) If the turbine inlet temperature 

indication fails or is suspected of failure 

during takeoff, climb, descent, or landing, 

maintain FULL RICH mixture to assure 

adequate fuel flow for engine cooling. 

(2) If the turbine inlet temperature 

indication fails or is suspected of failure after 

cruise power has been set, maintain cruise 

power setting and lean to 6 gallons per hour 

(GPH) fuel flow above that specified in the 

Power Setting Table in Section 5 of the AFM/ 

POH. Continually monitor engine cylinder 

head and oil temperatures to avoid exceeding 

temperature limits. 

Appendix 2 to Docket No. FAA–2010–1295 

Model PA–46–350P (Malibu Mirage) and 

Model PA–46R–350T (Matrix)—Emergency 

Procedures for the Pilot’s Operating 

Handbook (POH) 

(1) If the turbine inlet temperature 

indication fails or is suspected of failure 

during takeoff, climb, descent or landing, set 

power per the POH Section 5 Power Setting 

Table and then lean to the approximate POH 

Power Setting Table fuel flow plus 4 GPH. 

(2) If the turbine inlet temperature 

indication fails or is suspected of failure after 

cruise power has been set, maintain the 

power setting and increase indicated fuel 

flow by 1 GPH. Continually monitor engine 

cylinder head and oil temperatures to avoid 

exceeding temperature limits. 

Issued in Kansas City, Missouri on 

December 22, 2010. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2010–32959 Filed 12–29–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1206; Directorate 

Identifier 2009–NM–216–AD] 

RIN 2120–AA64 

Airworthiness Directives; McDonnell 

Douglas Corporation Model DC–10–10, 

DC–10–10F, and MD–10–10F Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Model DC–10–10, DC–10–10F, and MD– 

10–10F airplanes. This proposed AD 

would require repetitive inspections for 

cracking on the lower cap of the rear 

spar of the left and right wings between 

stations Xors=417 and the outboard 

edge of the lower cap splice of the wing 

rear spar at station Xors=400; temporary 

and permanent repairs if necessary; and 

repetitive inspections of repaired areas 

and corrective actions if necessary. This 

proposed AD results from reports of 

three instances of fuel leaks in the lower 

cap splice of the wing rear spar at 

station Xors=409. We are proposing this 

AD to detect and correct cracking on the 

lower cap of the rear spar of the left and 

right wings between stations Xors=417 

and the outboard edge of the lower cap 

splice of the wing rear spar at station 

Xors=400, which could result in fuel 

leaks or cracking of the lower wing skin 

and structure, causing possible inability 

of the structure to sustain the limit load 

adversely affecting the structural 

integrity of the airplane. 

DATES: We must receive comments on 

this proposed AD by February 14, 2011. 

ADDRESSES: You may send comments 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: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

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; 

telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail dse.boecom@

boeing.com; Internet https://www.my

boeingfleet.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 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Nenita Odesa, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 

3960 Paramount Boulevard, Lakewood, 

California 90712–4137; phone: (562) 

627–5234; fax: (562) 627–5210; e-mail: 

nenita.odesa@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2010–1206; Directorate Identifier 

2009–NM–216–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. 


srobinson on DSKHWCL6B1PROD with PROPOSALS
82334 Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Proposed Rules 

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 reports of three 

instances of Model DC–10–10F and 

MD–10–10F airplanes having a fuel leak 

in the lower cap of the wing rear spar 

at station Xors=409. Affected airplanes 

had the gross weight doublers installed, 

and operators had previously 

accomplished Boeing Service Bulletin 

DC10–57–138. Investigation revealed 

the fuel leak was due to a crack in the 

lower cap. This crack extended into all 

three legs (aft, forward, and vertical) of 

the spar cap. Metallurgical analysis of 

the cracked portion of the spar cap 

determined that the crack was due to 

fatigue and began at a fastener hole in 

the aft leg of the spar cap. An 

undetected crack in a spar cap, if not 

corrected, could lead to fuel leaks or 

cracking of the lower wing skin and 

structure causing the possible inability 

of the structure to sustain the limit load, 

and adversely affect the structural 

integrity of the airplane. 

The design of the spar caps on Model 

DC–10–10 airplanes is the same as that 

on Model DC–10–10F and MD–10–10F 

airplanes in the area of cracking; 

therefore, Model DC–10–10 airplanes 

are also subject to the identified unsafe 

condition. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin DC10–57A156, 

Revision 1, dated March 10, 2010. The 

service bulletin describes procedures for 

repetitive eddy current test high 

frequency (ETHF) inspections for 

cracking on the lower cap of the rear 

spar of the left and right wings between 

stations Xors=417 and the outboard 

edge of the lower cap splice of the wing 

rear spar at station Xors=400, and 

temporary and permanent repairs, if 

necessary. The temporary repair may 

only be done on airplanes on which a 

crack that extends into the vertical leg 

of the spar cap is found and includes 

stop drilling the crack and installing an 

external doubler. The service bulletin 

describes procedures for repetitive 

ETHF and ultrasonic inspections for 

cracking of the repaired area. 

We have also reviewed Boeing DC– 

10–10 Service Rework Drawings 

SR10570048, Revision J, dated July 16, 

2009; which describe procedures for 

permanent and temporary repairs. The 

type of permanent repair depends on 

the extent of the cracking and includes 

crack removal or stop drill end of the 

crack and structural reinforcement. For 

permanently and temporarily repaired 

areas, the service rework drawing 

describes procedures for repetitive 

ETHF and ultrasonic inspections for 

cracking (depending on the type of 

repair that is accomplished). 

We have also reviewed Boeing DC– 

10–10 Service Rework Drawings 

SR10570019, Revision K, dated April 

17, 2009, which describe procedures for 

permanent repairs. The type of 

permanent repair depends on the extent 

of the cracking and includes crack 

removal or stop drill end of the crack 

and structural reinforcement. For 

permanently repaired areas, the service 

rework drawing describes procedures 

for repetitive ETHF and ultrasonic 

inspections for cracking (depending on 

the type of repair that is accomplished). 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously except as 

discussed under ‘‘Differences Between 

the Proposed AD and the Service 

Information.’’ 

Differences Between the Proposed AD 

and the Service Information 

Because the service bulletin provides 

no corrective action for the post repair 

inspections, this AD would require 

contacting the FAA. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 68 airplanes of U.S. 

registry. We also estimate that it would 

take 2 work-hours per product to 

comply with this proposed AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this proposed AD to the U.S. 

operators to be $11,560, or $170 per 

product, per inspection cycle. 

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), 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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new AD: 

McDonnell Douglas Corporation: Docket No. 

FAA–2010–1206; Directorate Identifier 

2009–NM–216–AD. 

Comments Due Date 

(a) We must receive comments by February 

14, 2011. 


srobinson on DSKHWCL6B1PROD with PROPOSALS
Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Proposed Rules 82335 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to McDonnell Douglas 

Corporation Model DC–10–10, DC–10–10F, 

and MD–10–10F airplanes; certificated in any 

category; as identified in Boeing Alert 

Service Bulletin DC10–57A156, Revision 1, 

dated March 10, 2010. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from reports of three 

instances of fuel leaks in the lower cap splice 

of the wing rear spar at station Xors=409. The 

Federal Aviation Administration is issuing 

this AD to detect and correct cracking on the 

lower cap of the rear spar of the left and right 

wings between stations Xors=417 and the 

outboard edge of the lower cap splice of the 

wing rear spar at station Xors=400, which 

could result in fuel leaks or cracking of the 

lower wing skin and structure, causing 

possible inability to sustain the limit load 

and adversely affecting the structural 

integrity of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection 

(g) Within 1,750 flight cycles after the 

effective date of this AD, do an eddy current 

test high frequency (ETHF) inspection for 

cracking on the lower cap of the rear spar of 

the left and right wings between stations 

Xors=417 and the outboard edge of the lower 

cap splice of the wing rear spar at station 

Xors=400, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin DC10–57A156, Revision 1, 

dated March 10, 2010. 

(1) If no cracking is found, repeat the 

inspection required by paragraph (g) of this 

AD thereafter at intervals not to exceed 1,750 

flight cycles. 

(2) If any cracking is found in the spar cap 

aft leg at the fastener holes, and that cracking 

can be removed by hole enlargement, before 

further flight, do a permanent repair, in 

accordance with Boeing DC–10–10 Service 

Rework Drawing SR10570048, Revision J, 

dated July 16, 2009. Within 1,750 flight 

cycles after doing the applicable permanent 

repair, and thereafter at intervals not to 

exceed 1,750 flight cycles, do an ETHF 

inspection for cracking in accordance with 

Boeing DC–10–10 Service Rework Drawing 

SR10570048, Revision J, dated July 16, 2009. 

If any cracking is found during any 

inspection required by this paragraph, before 

further flight, repair the cracking, in 

accordance with the procedures specified in 

paragraph (i) of this AD. 

(3) If any cracking is found in the spar cap 

aft leg at the fastener holes, and that cracking 

cannot be removed by hole enlargement but 

it does not extend into the vertical leg, before 

further flight, do a permanent repair, in 

accordance with Boeing DC–10–10 Service 

Rework Drawing SR10570048, Revision J, 

dated July 16, 2009. Within 4,550 flight 

cycles after doing a permanent repair, and 

thereafter at intervals not to exceed 4,550 

flight cycles, do ETHF and ultrasonic 

inspections for cracking, in accordance with 

Boeing DC–10–10 Service Rework Drawing 

SR10570048, Revision J, dated July 16, 2009. 

If any cracking is found during any 

inspection required by this paragraph, before 

further flight, repair the cracking, in 

accordance with the procedures specified in 

paragraph (i) of this AD. 

(4) If any cracking is found in the spar cap 

aft leg at fastener holes and that cracking 

extends into the vertical leg of the spar cap, 

do the actions specified in paragraph (g)(4)(i) 

or (g)(4)(ii) of this AD. 

(i) Do the actions in paragraphs (g)(4)(i)(A) 

and (g)(4)(i)(B) of this AD. 

(A) Before further flight, do a temporary 

repair in accordance with Boeing DC–10–10 

Service Rework Drawing SR10570048, 

Revision J, dated July 16, 2009. Within 1,650 

flight cycles after doing the temporary repair; 

and thereafter at intervals not to exceed 1,650 

flight cycles, do ETHF and ultrasonic 

inspections for cracking of the repaired area, 

in accordance with Boeing DC–10–10 Service 

Rework Drawing SR10570048, Revision J, 

dated July 16, 2009, until the permanent 

repair required by paragraph (g)(4)(i)(B) of 

this AD is done. If any cracking is found 

during any inspection required by this 

paragraph, before further flight, repair the 

cracking, in accordance with the procedures 

specified in paragraph (i) of this AD. 

(B) Within 7,000 flight cycles after the 

temporary repair has been done, do the 

applicable permanent repair, in accordance 

with Boeing DC–10–10 Service Rework 

Drawing SR10570019, Revision K, dated 

April 17, 2009. Within 4,550 flight cycles 

after doing the permanent repair; and 

thereafter at intervals not to exceed 4,550 

flight cycles; do ETHF and ultrasonic 

inspections for cracking of the repaired area, 

in accordance with Boeing DC–10–10 Service 

Rework Drawing SR10570019, Revision K, 

dated April 17, 2009. If any cracking is found 

during any inspection required by this 

paragraph, before further flight, repair the 

cracking, in accordance with the procedures 

specified in paragraph (i) of this AD. 

(ii) Before further flight do the applicable 

permanent repair, in accordance with Boeing 

DC–10–10 Service Rework Drawing 

SR10570019, Revision K, dated April 17, 

2009. Within 4,550 flight cycles after doing 

the permanent repair; and thereafter at 

intervals not to exceed 4,550 flight cycles, do 

ETHF and ultrasonic inspections for cracking 

of the repaired area, in accordance with 

Boeing DC–10–10 Service Rework Drawing 

SR10570019, Revision K, dated April 17, 

2009. If any cracking is found during any 

inspection required by this paragraph, before 

further flight, repair the cracking, in 

accordance with the procedures specified in 

paragraph (i) of this AD. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(h) Actions accomplished before the 

effective date of this AD according to Boeing 

Alert Service Bulletin DC10–57A156, dated 

September 16, 2009, are considered 

acceptable for compliance with the 

corresponding actions specified in this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(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. Send information to ATTN: 

Nenita Odesa, Aerospace Engineer, Airframe 

Branch, ANM–120L, FAA, Los Angeles ACO, 

3960 Paramount Boulevard, Lakewood, 

California 90712–4137; phone: (562) 627– 

5234; fax: (562) 627–5210; e-mail: nenita.

odessa@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(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. 

Issued in Renton, Washington, on 

December 17, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–33001 Filed 12–29–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1296; Directorate 

Identifier 2010–CE–063–AD] 

RIN 2120–AA64 

Airworthiness Directives; APEX 

Aircraft Model CAP 10 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 


srobinson on DSKHWCL6B1PROD with PROPOSALS