This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

59701

Vol. 65, No. 195

Friday, October 6, 2000

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–135–AD; Amendment

39–11919; AD 2000–20–08]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model DC–8 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model DC–8 series airplanes,

that requires, for certain airplanes,

inspection(s) to detect cracks of the

doorjamb corners and follow-on actions.

For certain other airplanes, this AD

requires installation of a preventative

modification; an inspection to detect

cracks at the corners of the doorjambs of

the passenger and service doors; and

follow-on actions. This amendment is

prompted by reports indicating that

fatigue cracks were found in the

fuselage skin and doublers at the

corners of the doorjambs of the

passenger and service doors. The

actions specified by this 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.

DATES: Effective November 13, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of November

13, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Aircraft

Group, Long Beach Division, 3855

Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Dept. 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,

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: Greg

DiLibero, Aerospace Engineer, Airframe

Branch, ANM–120L, FAA, Los Angeles

Aircraft Certification Office, 3960

Paramount Boulevard, Lakewood,

California 90712–4137; telephone (562)

627–5231; fax (562) 627–5210.

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 certain McDonnell

Douglas Model DC–8 series airplanes

was published in the Federal Register

on November 4, 1999 (64 FR 60134). For

certain airplanes, that action proposed

to require inspection(s) to detect cracks

of the doorjamb corners and follow-on

actions. For certain other airplanes, that

AD also proposed to require installation

of a preventative modification; an

inspection to detect cracks at the

corners of the doorjambs of the

passenger and service doors; and followon actions.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Support for Proposed AD

One commenter supports the

proposed AD.

Request to Revise a Certain Compliance

Time

One commenter requests that

paragraph (e) of the proposed AD be

revised to include an inspection

threshold that can be scheduled from

the effective date of this AD. The

commenter states that such a threshold

would accommodate Group 4 airplanes

that have unknown cycles accumulated

since accomplishment of the

modification.

The FAA does not concur. In

developing an appropriate compliance

time for this action, the FAA considered

the safety implications and normal

maintenance schedules for timely

accomplishment of the inspection. In

addition, the compliance time of

‘‘within 17,000 landings following

accomplishment of the modification

specified in the service bulletin’’ is

based on a damage tolerance assessment

of the affected structure. Because the

reported cracking was caused by fatigue

related stress (as discussed in the

preamble of the proposed AD), the FAA

finds that airplanes that have

accumulated unknown hours on the

modification must be inspected at the

earliest possible time to ensure no

cracks have initiated since installation

of the modification, which may have

been accomplished more than 17,000

flight hours ago. In consideration of

these items, the FAA has determined

that 17,000 landings following

accomplishment of the modification

specified in the service bulletin

represents an appropriate interval of

time allowable wherein the inspection

can be accomplished during scheduled

maintenance intervals for the majority

of affected operators, and an acceptable

level of safety can be maintained.

However, under the provisions of

paragraph (g) of the final rule, the FAA

may approve requests for adjustments to

the compliance time if data are

submitted to substantiate that such an

adjustment would provide an acceptable

level of safety.

Conclusion

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.

Cost Impact

There are approximately 294 Model

DC–8 series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 251 airplanes of U.S.

registry will be affected by this AD.

Should an operator be required to

accomplish the inspection(s), it will

take 48 (Group 1 airplanes) and 74 (all

other groups of airplanes) work hours

per airplane to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

59702 Federal Register / Vol. 65, No. 195 / Friday, October 6, 2000 / Rules and Regulations

of the inspection(s) required by this AD

on U.S. operators is estimated to be

$2,880 (Group 1 airplanes) and $4,440

(all other groups of airplanes) per

airplane, per inspection cycle.

Should an operator be required or

elect to accomplish the preventative

modification, it will take approximately

1,440 work hours per airplane to

accomplish, at an average labor rate of

$60 per work hour. Required parts will

cost approximately $2,000 per airplane.

Based on these figures, the cost impact

of the preventative modification by this

AD on U.S. operators is estimated to be

$88,400 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 cost impact

figures discussed in AD rulemaking

actions represent only the time

necessary to perform the specific actions

actually required by the AD. These

figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

Regulatory Impact

The regulations adopted herein will

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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

2000–20–08 McDonnell Douglas:

Amendment 39–11919. Docket 98–NM–

135–AD.

Applicability: Model DC–8 series airplanes,

as listed in McDonnell Douglas Service

Bulletin DC8–53–075, dated August 17, 1995;

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 (g) 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 and doublers at the corners

of the doorjambs of the passenger and service

doors, 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.

Note 3: The words ‘‘repair’’ and ‘‘modify/

modification’’ in this AD and in the

referenced service bulletin are used

interchangeably.

Note 4: This AD is related to AD 93–01–

15, amendment 39–8469, and will affect

Principal Structural Elements (PSE)

53.08.038, 53.08.039, 53.08.040, and

53.08.041 of the DC–8 Supplemental

Inspection Document (SID), Report L26–011,

Volume I, Revision 3, dated March 1991.

Group 1 Airplanes: Initial Inspection and

Follow-on or Corrective Actions

(a) For airplanes identified as Group 1 in

McDonnell Douglas Service Bulletin DC8–

53–075, dated August 17, 1995: Within 2,000

landings or 3 years after the effective date of

this AD, whichever occurs first, perform the

applicable inspection(s) to detect cracks of

the doorjamb corners in accordance with the

service bulletin.

(1) If no crack is detected during any

inspection required by paragraph (a) of this

AD, repeat the applicable inspection(s)

required by paragraph (a) of this AD

thereafter at intervals specified for Group 1

airplanes in paragraph 1.E. of the service

bulletin; or accomplish the preventative

modification in accordance with the service

bulletin. Accomplishment of the preventative

modification constitutes terminating action

for the repetitive inspection requirements of

this paragraph.

(2) If any crack is detected during any

inspection required by paragraph (a) of this

AD, prior to further flight, repair in

accordance with the service bulletin, except

as provided by paragraph (f) of this AD.

Group 1 Airplanes: Actions Following

Accomplishment of Preventative

Modification or Repair

(b) Within 17,000 landings following

accomplishment of the modification/repair

required by either paragraph (a)(1) or (a)(2) of

this AD, perform an inspection to detect

cracks of the doorjamb corners, in accordance

with McDonnell Douglas Service Bulletin

DC8–53–075, dated August 17, 1995.

(1) If no crack is detected, repeat the

inspection thereafter at intervals not to

exceed 4,400 landings.

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

flight, repair in accordance with the service

bulletin, except as provided by paragraph (f)

of this AD.

Group 2 Airplanes: Preventative

Modification, Inspection(s), and Repair, If

Necessary

(c) For airplanes identified as Group 2 in

McDonnell Douglas Service Bulletin DC8–

53–075, dated August 17, 1995: Within 2,000

landings or 3 years after the effective date of

this AD, whichever occurs first, accomplish

the preventative modification in accordance

with the service bulletin. Within 17,000

landings following accomplishment of the

preventative modification, perform an

inspection to detect cracks of the doorjamb

corners, in accordance with the service

bulletin.

(1) If no crack is detected during any

inspection required by paragraph (c) of this

AD, repeat the inspection thereafter at

intervals not to exceed 4,400 landings.

(2) If any crack is detected during any

inspection required by paragraph (c) of this

AD, prior to further flight, repair it in

accordance the service bulletin, except as

provided by paragraph (f) of this AD.

Group 3 Airplanes: Revision of Maintenance

or Inspection Program

(d) For airplanes identified as Group 3 in

McDonnell Douglas Service Bulletin DC8–

53–075, dated August 17, 1995: Within 6

years following accomplishment of the

permanent repair or within 3 years after the

effective date of this AD, whichever occurs

later, revise the FAA-approved maintenance

or inspection program to include an

Federal Register / Vol. 65, No. 195 / Friday, October 6, 2000 / Rules and Regulations 59703

inspection program for the doorjamb corners

identified in the service bulletin. The new

inspection program shall be approved by the

Manager, Los Angeles Aircraft Certification

Office (ACO), FAA.

Note 5: Requests for approval of inspection

procedures of the permanent repairs that are

proposed for inclusion in the FAA-approved

maintenance or inspection program, as

required by this AD, should include a

damage tolerance assessment.

Group 4 Airplanes: Inspection(s) and

Repair, If Necessary

(e) For airplanes identified as Group 4 in

McDonnell Douglas Service Bulletin DC8–

53–075, dated August 17, 1995: Within

17,000 landings following accomplishment of

the modification specified in the service

bulletin, perform an inspection to detect

cracks of the doorjamb corners, in accordance

with the service bulletin.

(1) If no crack is detected during any

inspection required paragraph (e) of this AD,

repeat the inspection thereafter at intervals

not to exceed 4,400 landings.

(2) If any crack is detected during any

inspection required by paragraph (e) of this

AD, prior to further flight, repair in

accordance with the service bulletin, except

as provided by paragraph (f) of this AD.

Exception to Procedures Specified in the

Referenced Service Bulletin

(f) Where McDonnell Douglas Service

Bulletin DC8–53–075, dated August 17, 1995,

specifies that the manufacturer may be

contacted for disposition of certain repair

conditions, this AD requires the repair of

those conditions to be accomplished in

accordance with a method approved by the

Manager, Los Angeles ACO.

Alternative Methods of Compliance

(g) 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 6: 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

(h) Special flight permits may be issued in

accordance with §§ 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

(i) Except as provided by paragraphs (d)

and (f) of this AD, the actions shall be done

in accordance with McDonnell Douglas

Service Bulletin DC8–53–075, dated August

17, 1995. 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 Boeing Commercial Aircraft Group,

Long Beach Division, 3855 Lakewood

Boulevard, Long Beach, California 90846,

Attention: Technical Publications Business

Administration, Dept. 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, 3960

Paramount Boulevard, Lakewood, California;

or at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

Effective Date

(j) This amendment becomes effective on

November 13, 2000.

Issued in Renton, Washington, on

September 28, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–25432 Filed 10–5–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–308–AD; Amendment

39–11920; AD 2000–20–09]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 757 Series Airplanes Powered

by Pratt & Whitney Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 757

series airplanes, that requires

modification of the nacelle strut and

wing structure. This amendment is

prompted by reports indicating that the

actual operational loads applied to the

nacelle are higher than the analytical

loads that were used during the initial

design. Such an increase in loading can

lead to fatigue cracking in primary strut

structure prior to an airplane reaching

its design service objective. The actions

specified by this AD are intended to

prevent fatigue cracking in primary strut

structure and consequent reduced

structural integrity of the strut.

DATES: Effective November 13, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of November

13, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Airplane

Group, P.O. Box 3707, Seattle,

Washington 98124–2207. 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:

Dennis Stremick, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2776; fax (425) 227–1181.

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 certain Boeing

Model 757 series airplanes was

published in the Federal Register on

June 7, 2000 (65 FR 36095). That action

proposed to require modification of the

nacelle strut and wing structure.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

One commenter supports the

proposed rule.

One commenter states that it does not

operate Boeing Model 757 series

airplanes powered by Pratt & Whitney

engines and is not affected by the

proposed rule.

Contact Manufacturer for Approval of

Repairs

One commenter states that the

instructions specified in paragraph (c) of

the proposal do not clearly identify who

should be contacted if any damage to

the airplane structure is found during

accomplishment of the modification

referenced in the proposal. The

commenter states that, based on

instructions in Boeing Service Bulletin

757–54–0034, and the fact that the

manufacturer is more knowledgeable

about the modifications necessary;

paragraph (c) should be revised to

include contacting the manufacturer for

repair of any damage.

The FAA concurs with the

commenter’s request, however, although

Boeing Service Bulletin 757–54–0034

specifies that the manufacturer may be

contacted for disposition of certain

damage conditions, this AD requires the

repair of those conditions to be

accomplished in accordance with a

method approved by the Manager,

Seattle Aircraft Certification Office