27018 Federal Register / Vol. 60, No. 98 / Monday, May 22, 1995 / Rules and Regulations

Bulletin S.B. 25–328, Revision 2, dated July

10, 1993, which contains the following list of

effective pages:

Page No.

Revision

level

shown

on page

Date shown on

page

1 ...................... 2 ........... July 10, 1993.

2 ...................... 1 ........... Sept. 24, 1992.

3,4 ................... Original . Aug. 21, 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 British Aerospace Holding, Inc., Avro

International Aerospace Division, P.O. Box

16039, Dulles International Airport,

Washington DC 20041–6039. 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.

(f) This amendment becomes effective on

June 21, 1995.

Issued in Renton, Washington, on May 9,

1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–11905 Filed 5–19–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–150–AD; Amendment

39–9236; AD 95–11–02]

Airworthiness Directives; McDonnell

Douglas Model DC–10 and Model MD–

11 Series Airplanes and Model KC–10A

(Military) Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to all McDonnell Douglas

Model DC–10 series airplanes and

Model KC–10A (military) airplanes and

certain Model MD–11 series airplanes,

that currently requires inspections to

detect defects in the upper and lower

lock links on the nose landing gear

(NLG), and rework or replacement of

any defective link with a serviceable

link. The actions specified by that AD

are intended to prevent collapse of the

NLG. This amendment requires

accomplishment of a certain inspection

that constitutes terminating action for

the currently required inspections.

DATES: Effective June 21, 1995. The

incorporation by reference of

McDonnell Douglas DC–10 Alert Service

Bulletin A32–238, dated July 15, 1994,

and McDonnell Douglas MC–11 Alert

Service Bulletin A32–47, dated July 15,

1994, listed in the regulations was

approved previously by the Director of

the Federal Register as of September 15,

1994 (59 FR 44900, August 31, 1994).

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,

Transport Airplane Directorate, 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: For

Model DC–10 series airplanes and

Model KC–10A (military) airplanes:

Maureen Moreland, Aerospace

Engineer, Airframe Branch, ANM–120L,

FAA, Transport Airplane Directorate,

Los Angeles Aircraft Certification

Office, 3960 Paramount Boulevard,

Lakewood, California 90712; telephone

(310) 627–5238; fax (310) 627–5210.

For Model MD–11 series airplanes:

Wahib Mina, Aerospace Engineer,

Airframe Branch, ANM–120L, FAA,

Transport Airplane Directorate, 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 94–18–07,

amendment 39–9020 (59 FR 44900,

August 31, 1994), which is applicable to

all McDonnell Douglas Model DC–10

series airplanes and Model KC–10A

(military) airplanes and certain Model

MD–11 series airplanes, was published

in the Federal Register on December 8,

1994 (59 FR 63278). The action

proposed to continue to require

inspections to determine the serial

numbers and to detect defects in the

upper and lower lock links on the nose

landing gear (NLG), and rework of any

defective lock link, or replacement of

any defective lock link with a

serviceable lock link. The action also

proposed to require an off-aircraft

fluorescent penetrant inspection to

detect defects in the upper and lower

lock links on the NLG, and rework or

replacement of any defective link.

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.

The Air Transport Association (ATA)

of America supports the proposed rule.

However, on behalf of its members, the

ATA requests that AD 94–18–07 be

revised, rather than superseded, to

reduce the administrative time required

to incorporate the AD into maintenance

records and to avoid unnecessarily

complicated recordkeeping. The FAA

does not concur. The FAA’s current

policy is that, whenever a ‘‘substantive

change’’ is made to an existing AD that

imposes any new burden, the AD must

be superseded, rather than revised.

‘‘Substantive changes’’ are those made

to any instruction or reference that

affects the substance of the AD, and

includes part numbers, service bulletin

and manual references, compliance

times, applicability, methods of

compliance, corrective action,

inspection requirements, and effective

dates. In the case of this AD rulemaking

action, the changes being made to the

existing AD are considered substantive.

This superseding AD is assigned a new

amendment number and new AD

number; the previous amendment is

deleted from the system. This procedure

facilitates the efforts of the Principal

Maintenance Inspectors in tracking AD’s

and ensuring that the affected operators

have incorporated the latest changes

into their maintenance programs.

With regard to paperwork changes

required by affected operators, section

121.380(a)(2)(v) of the Federal Aviation

Regulations [14 CFR 121.380(a)(2)(v)],

‘‘Maintenance recording requirements,’’

requires that persons holding an

operating certificate and operating

under part 121 of the Federal Aviation

Regulations (14 CFR part 121) must

keep records ‘‘indicating the current

status of applicable airworthiness

directives, including the method of

compliance.’’ Whether an existing AD is

superseded or revised, the new AD is

assigned a new AD number: a

superseding AD is assigned a new 6-

digit AD number; a revising AD retains

the original 6-digit AD number, but an

‘‘R1’’ is added to it. In either case, the

new AD is identified by its ‘‘new’’ AD

number, not by the ‘‘old’’ AD number.

In light of this, affected operators

updating their maintenance records to

indicate the current AD status would

have to record a new AD number in all

cases, regardless of whether the AD is a

superseding or a revising AD. Further,

operators are always given credit for
Federal Register / Vol. 60, No. 98 / Monday, May 22, 1995 / Rules and Regulations 27019

work previously performed in

accordance with the existing AD by

means of the phrase in the compliance

section of the AD that states, ‘‘Required

* * * unless accomplished previously.’’

Two ATA members state that the

proposed rule is unnecessary since AD

94–18–07 is sufficient to ensure the

continued airworthiness of the affected

airplanes. The FAA infers that

commenters request that the proposed

rule be withdrawn. The FAA does not

concur. As discussed in the preamble of

the proposal, since fluorescent

penetrant inspections (FPI) of the links

were accomplished improperly during

manufacturing, defects in the lock links

may exist. After manufacture of a lock

link, its material is etched and an FPI is

performed to detect forging defects.

FPI’s accomplished on the affected lock

links were performed without

accomplishing the etching process.

AD 94–18–07 was issued as ‘‘interim

action,’’ and requires eddy current

inspections only of the areas of the links

that are considered to be at a higher risk

for the existence of forging flaws. That

AD provided for an optional terminating

action for the eddy current inspections

by accomplishing an FPI. The FAA

determined that an FPI must be

accomplished to inspect the entire link

in the manner that was intended during

manufacture to ensure that no forging

flaws exist. The compliance time for

accomplishment of the FPI was

sufficiently long so that notice and time

for public comment were feasible.

Therefore, the FAA specified in AD 94–

18–07 that it was considering additional

rulemaking to require accomplishment

of the FPI. This action contains that

requirement.

The FAA has revised paragraph (e)(2)

of the final rule to specify, in part, that

serviceable lock links are those that

have been inspected in accordance with

paragraph (d) of this AD. The paragraph

reference was inadvertently specified

incorrectly in the proposed rule as

‘‘paragraphs (a) and (b).’’

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 with the change

previously described. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

There are approximately 534 Model

DC–10 and Model MD–11 series

airplanes and Model KC–10A (military)

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

310 airplanes of U.S. registry will be

affected by this AD.

The inspections that were required

previously by AD 94–18–07, and

retained in this AD, take approximately

4.5 work hours per airplane to

accomplish, at an average labor rate of

$60 per work hour. Based on these

figures, the total cost impact of the

inspection requirements of AD 94–18–

07 on U.S. operators is estimated to be

$83,700, or $270 per airplane, per

inspection cycle.

The fluorescent penetrant inspection

required by this AD will take

approximately 8 work hours per

airplane to accomplish at an average

labor rate of $60 per work hour. Based

on these figures, the total cost impact of

the fluorescent penetrant inspection

requirement of this AD on U.S.

operators is estimated to be $148,400, or

$480 per airplane.

Accomplishment of the fluorescent

penetrant inspection required by this

AD terminates the repetitive inspection

requirement that had been imposed

previously by AD 94–18–07. Therefore,

accomplishment of that fluorescent

penetrant inspection will result in a

reduction in costs to affected operators

of $83,700 per inspection cycle that will

no longer be required.

The number of required work hours

for each requirement of this AD, as

indicated above, is presented as if the

accomplishment of the actions were to

be conducted as ‘‘stand alone’’ actions.

However, in actual practice, these

actions, for the most part, will be

accomplished coincidentally or in

combination with normally scheduled

airplane inspections and other

maintenance program tasks. Therefore,

the actual number of necessary

additional work hours will be minimal

in many instances. Additionally, any

costs associated with special airplane

scheduling will be minimal.

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 U.S.C. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–9020 (59 FR

44900, August 31, 1994), and by adding

a new airworthiness directive (AD),

amendment 39- , to read as follows:

95–11–02 McDonnell Douglas: Amendment

39–9236. Docket 94–NM–150–AD.

Supersedes AD 94–18–07, Amendment

39–9020.

Applicability: All Model DC–10 series

airplanes and Model KC–10A (military)

airplanes; and Model MD–11 series airplanes,

as listed in McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

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 (h) 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: Visual inspections of the lock links,

as required by paragraph (a) of this AD, and

eddy current inspections of the lock links, as
27020 Federal Register / Vol. 60, No. 98 / Monday, May 22, 1995 / Rules and Regulations

required by paragraph (b)(1) of this AD, that

have been accomplished prior to the effective

date of this AD in accordance with

McDonnell Douglas DC–10 Alert Service

Bulletin A32–237, dated April 11, 1994; or

McDonnell Douglas MD–11 Alert Service

Bulletin A32–44, dated March 22, 1994, or

Revision 1, dated June 16, 1994; as

applicable; are considered acceptable for

compliance with the applicable action

specified in this amendment.

To prevent collapse of the nose landing

gear (NLG), accomplish the following:

(a) Within 30 days after September 15,

1994 (the effective date of AD 94–18–07,

amendment 39–9020), perform a visual

inspection to determine the serial number of

the upper lock links, part number ACG7396–

1, and the lower lock links, part number

ACG7237–1, on the NLG, in accordance with

McDonnell Douglas DC–10 Alert Service

Bulletin A32–238, dated July 15, 1994; or

McDonnell Douglas MD–11 Alert Service

Bulletin A32–47, dated July 15, 1994; as

applicable.

(b) If the serial number of the lock link

coincides with any of the suspect serial

numbers listed in McDonnell Douglas DC–10

Alert Service Bulletin A32–238, dated July

15, 1994; or McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

as applicable; accomplish paragraphs (b)(1)

and (b)(2) of this AD in accordance with the

alert service bulletin.

(1) Prior to further flight, perform an eddy

current inspection to detect defects in the

lock link in accordance with Phase I (‘‘Eddy

Current Inspection—On Aircraft’’) of the

Accomplishment Instructions of the

applicable alert service bulletin.

(2) Perform an expanded eddy current

inspection to detect defects in the lock link,

in accordance with Phase II (‘‘Expanded

Eddy Current Inspection—Off Aircraft’’) of

the Accomplishment Instructions of the

applicable alert service bulletin at the time

specified in paragraph (b)(2)(i) or (b)(2)(ii) of

this AD, as applicable.

(i) For Model DC–10 series airplanes and

Model KC–10A airplanes: Inspect prior to the

accumulation of 450 landings after

September 15, 1994 (the effective date of AD

94–18–07, amendment 39–9020), and

thereafter at intervals not to exceed 450

landings until the inspection required by

paragraph (d) of this AD is accomplished.

(ii) For Model MD–11 series airplanes:

Inspect prior to the accumulation of 330

landings after September 15, 1994 (the

effective date of AD 94–18–07, amendment

39–9020), and thereafter at intervals not to

exceed 330 landings until the inspection

required by paragraph (d) of this AD is

accomplished.

(c) If any defect is found during any

inspection required by paragraph (b) of this

AD, prior to further flight, accomplish either

paragraph (c)(1) or (c)(2) of this AD in

accordance with McDonnell Douglas DC–10

Alert Service Bulletin A32–238, dated July

15, 1994; or McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

as applicable.

(1) Rework the lock link; or

(2) Replace the defective lock link with a

serviceable lock link that has been inspected

in accordance with paragraphs (a) and (b) of

this AD and, if the lock link was found to

contain any defect, that has been reworked in

accordance with paragraph (c)(1) of this AD.

(d) Within 15 months after the effective

date of this AD, perform a fluorescent

penetrant inspection to detect defects of the

lock links, in accordance with Phase III

(‘‘Fluorescent Penetrant Inspection—Off

Aircraft’’) of the Accomplishment

Instructions of McDonnell Douglas DC–10

Alert Service Bulletin A32–238, dated July

15, 1994; or McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

as applicable. Accomplishment of this

inspection constitutes terminating action for

the inspections required by paragraph (b) of

this AD.

(e) If any defect is found during an

inspection performed in accordance with

paragraph (d) of this AD, prior to further

flight, accomplish either paragraph (e)(1) or

(e)(2) of this AD in accordance with

McDonnell Douglas DC–10 Alert Service

Bulletin A32–238, dated July 15, 1994; or

McDonnell Douglas MD–11 Alert Service

Bulletin A32–47, dated July 15, 1994; as

applicable.

(1) Rework the lock link; or

(2) Replace the defective lock link with a

serviceable lock link that has been inspected

in accordance with paragraph (d) of this AD

and, if the lock link was found to contain any

defect, that has been reworked in accordance

with paragraph (e)(1) of this AD.

(f) As of September 15, 1994 (the effective

date of AD 94–18–07, amendment 39–9020),

no person shall install an upper lock link,

part number ACG7396–1, or a lower lock

link, part number ACG7237–1, on the NLG of

any airplane unless that lock link has been

inspected in accordance with paragraphs (a)

and (b) of this AD and reworked, as

necessary, in accordance with paragraph

(c)(1) or (e)(1) of this AD.

(g) Within 30 days after any defect is found

during any inspection required by this AD,

submit a report of inspection findings to the

Manager, Los Angeles Aircraft Certification

Office (ACO), FAA, Transport Airplane

Directorate, 3960 Paramount Boulevard,

Lakewood, California 90712; fax (310) 627–

5210. The report must include a description

of the defect found, the part number of the

defective lock link, the serial number of the

defective lock link, the number of landings

on the defective lock link, and the serial

number of the airplane. Information

collection requirements contained in this

regulation have been approved by the Office

of Management and Budget (OMB) under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB Control Number 2120–0056.

(h) 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.

(i) 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.

(j) The actions shall be done in accordance

with McDonnell Douglas DC–10 Alert

Service Bulletin A32–238, dated July 15,

1994; and McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

as applicable. The incorporation by reference

of these documents 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 September 15, 1994 (59 FR

44900, August 31, 1994). 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, Transport Airplane Directorate, 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.

(k) This amendment becomes effective on

June 21, 1995.

Issued in Renton, Washington, on May 16,

1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–12445 Filed 5–19–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–ANE–21; Amendment 39–

9227; AD 95–10–10]

Airworthiness Directives; Pratt &

Whitney JT8D Series Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Pratt & Whitney

(PW) JT8D series turbofan engines, that

currently requires initial and repetitive

inspections of certain front compressor

fan hubs and shotpeening of the forward

and aft rim to web radius. This

amendment requires a reduction in the

initial inspection interval for front

compressor fan hubs installed in all

positions of all applicable aircraft,

establish a compliance end-date, and

clarify the wording of the compliance

requirements. This amendment is