Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations 11623

Document No. Pages Revision Date

ALF502 72–0002 ........................................................................................................................... 1–2 22 Dec. 23, 1992.

3 18 Dec. 21, 1989.

4–7 22 Dec. 23, 1992.

8 21 Sept. 25, 1992.

9–10 22 Dec. 23, 1992.

11 21 Sept. 25, 1992.

12–26 22 Dec. 23, 1992.

27 21 Sept. 25, 1992.

Total pages: 27.

ALF502 72–0004 ........................................................................................................................... 1–16 11 June 17, 1987.

Total pages: 16.

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 Textron Lycoming, 550 Main Street,

Stratford, CT 06497; (203) 385–1470. Copies

may be inspected at the FAA, New England

Region, Office of the Assistant Chief Counsel,

12 New England Executive Park, Burlington,

MA; or at the Office of the Federal Register,

800 North Capitol Street, NW., suite 700,

Washington, DC.

(d) This amendment becomes effective on

April 3, 1995.

Issued in Burlington, Massachusetts, on

February 16, 1995.

James C. Jones,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–4853 Filed 3–1–95; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 95–NM–21–AD; Amendment

39–9167; AD 95–04–15]

Airworthiness Directives; McDonnell

Douglas Model MD–11 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model MD–11 series airplanes,

that currently requires inspection to

detect cracking of the outboard and

inboard surfaces of the upper spar

angles of certain wing pylons, and

repair of any cracked upper spar angles.

This amendment requires repetitive

inspections to detect cracking of the

upper spar angles, and revision of the

applicability to exclude an airplane and

to include certain other airplanes. This

amendment is prompted by an

additional report of cracking of the

upper inboard spar cap. The actions

specified in this AD are intended to

prevent reduced structural integrity of

the airplane due to cracking in the

subject areas.

DATES: Effective March 17, 1995.

The incorporation by reference of

McDonnell Douglas Alert Service

Bulletin MD11–54A049, Revision 1,

dated February 7, 1995, as listed in the

regulations, is approved by the Director

of the Federal Register as of March 17,

1995.

The incorporation by reference of

McDonnell Douglas MD–11 Alert

Service Bulletin A54–49, dated

December 2, 1994, as listed in the

regulations, was approved previously by

the Director of the Federal Register as of

January 12, 1995 (59 FR 66669,

December 28, 1994).

Comments for inclusion in the Rules

Docket must be received on or before

May 1, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

21–AD, 1601 Lind Avenue SW., Renton,

Washington 98055–4056.

The service information referenced in

this AD may be obtained from

McDonnell Douglas Corporation, P.O.

Box 1771, Long Beach, California

90801–1771, Attention: Business Unit

Manager, Technical Administrative

Support, Dept. L51, M.C. 2–98. This

information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

Wahib Mina, Aerospace Engineer,

ANM–121L, 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: On

December 20, 1994, the FAA issued AD

94–26–11, amendment 39–9106 (59 FR

66669, December 28, 1994), applicable

to certain McDonnell Douglas Model

MD–11 series airplanes. That AD

requires a visual inspection to detect

cracking of the outboard and inboard

surfaces of the upper spar angles on the

number 1 and number 3 wing pylons,

and repair of any cracked upper spar

angles. That AD also requires that

operators report the results of the visual

inspection to the FAA. That action was

prompted by a report of cracking in the

upper spar cap of the wing pylon. The

actions required by that AD are

intended to prevent reduced structural

integrity of the airplane due to cracking

of the upper spar cap.

Since the issuance of that AD, another

operator of McDonnell Douglas Model

MD–11 series airplanes has reported

that, while accomplishing the

inspection required by AD 94–26–11, a

crack was found on the upper inboard

spar cap of the number 3 wing pylon.

Investigation revealed that the solution

heat treatment was omitted during the

manufacturing process of the spar caps.

Therefore, these spar caps are believed

to be particularly susceptible to stress

corrosion cracking.

As a result of this latest report,

McDonnell Douglas conducted a crack

analysis of the upper spar caps. The

FAA has reviewed the data gathered

from this analysis and has determined

that, to maintain the safety of the Model

MD–11 fleet, repetitive inspections must

be performed to detect cracking in the

critical areas of the spar cap.

Further, investigation revealed that

one airplane, manufacturer’s fuselage

number 574, is not subject to this unsafe

condition since it was inspected prior to

delivery, and subsequently, discrepant

spar caps were replaced with nonsuspect parts. Additionally, the

manufacturer has identified three

additional airplanes, manufacturer’s

fuselage numbers 576, 577, and 578,

that are subject to unsafe condition
11624 Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations

since the discrepant spar caps were

installed on these airplanes.

Cracking of the spar angles, if not

detected and corrected in a timely

manner, could result in damage to the

immediately adjacent structure, which

would reduce structural integrity of the

airplane.

The FAA has reviewed and approved

McDonnell Douglas Alert Service

Bulletin MD11–54A049, Revision 1,

dated February 7, 1995. Revision 1

differs from the original issue of the

service bulletin, which was referenced

in the existing AD as the appropriate

source of service information. Revision

1 describes procedures for initial and

repetitive 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,

including the critical areas of the spar

angle. Revision 1 also revises the

effectivity to exclude one airplane and

to add three additional airplanes.

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of this same

type design, this AD supersedes AD 94–

26–11 to require initial and repetitive

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, in accordance

with the alert service bulletin described

previously. Cracked upper spar angles

are required to be repaired in

accordance with a method approved by

the FAA.

This AD also requires that operators

report the results of the initial and

repetitive visual inspections to the FAA.

In concert with the manufacturer’s

ongoing investigation, the FAA intends

to use these reports to develop, review,

and approve corrective action that

would terminate the need for the

repetitive inspections required by this

AD. Therefore, depending upon the

results of these reports, further

corrective action may be warranted.

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

As a result of recent communications

with the Air Transport Association

(ATA) of America, the FAA has learned

that, in general, some operators may

misunderstand the legal effect of AD’s

on airplanes that are identified in the

applicability provision of the AD, but

that have been altered or repaired in the

area addressed by the AD. The FAA

points out that all airplanes identified in

the applicability provision of an AD are

legally subject to the AD. If an airplane

has been altered or repaired in the

affected area in such a way as to affect

compliance with the AD, the owner or

operator is required to obtain FAA

approval for an alternative method of

compliance with the AD, in accordance

with the paragraph of each AD that

provides for such approvals. A note has

been included in this rule to clarify this

long-standing requirement.

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 95–NM–21–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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 39–9106 (59 FR

66669, December 28, 1994), and by

adding a new airworthiness directive

(AD), amendment 39–9167, to read as

follows:

95–04–15 McDonnell Douglas: Amendment

39–9167. Docket 95–NM–21–AD.

Supersedes AD 94–26–11, Amendment

39–9106.

Applicability: Model MD–11 series

airplanes having manufacturer’s fuselage

number 447 through 573 inclusive, and 575

through 578 inclusive; 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
Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations 11625

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must use the authority

provided in paragraph (e) 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 reduced structural integrity of

the airplane, accomplish the following:

(a) For airplanes listed in McDonnell

Douglas MD–11 Alert Service Bulletin A54–

49, dated December 2, 1994, accomplish the

requirements of paragraphs (a)(1) and (a)(2)

of this AD.

(1) Within 30 days after January 12, 1995

(the effective date of AD 94–26–11,

amendment 39–9106), unless accomplished

previously within the last 30 days prior to

January 12, 1995, perform a visual inspection

to detect cracking of the outboard and

inboard surfaces of the upper spar angles,

part numbers AUB7519–1/–2, on the number

1 and number 3 wing pylons, in accordance

with McDonnell Douglas MD–11 Alert

Service Bulletin A54–49, dated December 2,

1994.

(2) At the applicable time specified in

either paragraph (a)(2)(i) or (a)(2)(ii) of this

AD, submit a report of the results (both

positive and negative findings) of the

inspection required by paragraph (a) of this

AD to the Manager, Los Angeles Aircraft

Certification Office (ACO), FAA, Transport

Airplane Directorate, 3960 Paramount

Boulevard, Lakewood, California 90712; or

fax the report to (310) 627–5210. 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.

(i) For airplanes on which the inspection

required by paragraph (a) of this AD is

accomplished after January 12, 1995: Submit

the report within 10 days after performing

the inspection required by paragraph (a) of

this AD.

(ii) For airplanes on which the inspection

required by paragraph (a) of this AD is

accomplished prior to January 12, 1995:

Submit the report within 10 days after

January 12, 1995.

(b) For airplanes listed in McDonnell

Douglas Alert Service Bulletin MD11–

54A049, Revision 1, dated February 7, 1995,

accomplish the requirements of paragraphs

(b)(1) and (b)(2) of this AD.

(1) Within 30 days after the effective date

of this AD, or within 60 days after

accomplishing the visual inspection required

by paragraph (a) of this AD, whichever

occurs later, perform a visual inspection to

detect cracking of the outboard and inboard

surfaces of the upper spar angles, part

numbers AUB7519–1/–2, on the number 1

and number 3 wing pylons, in accordance

with McDonnell Douglas Alert Service

Bulletin MD11–54A049, Revision 1, dated

February 7, 1995. Repeat this inspection

thereafter, prior to further flight, following

each incident of excessive maneuver,

turbulence overload (as defined in MD–11

Aircraft Maintenance Manual, chapter 05–

51–01), or hard landing (as defined in MD–

11 Aircraft Maintenance Manual, chapter 05–

51–03).

(2) At the applicable time specified in

either paragraph (b)(2)(i) or (b)(2)(ii) of this

AD, submit a report of the results (both

positive and negative findings) of the

inspections required by paragraph (b) of this

AD to the Manager, Los Angeles ACO, FAA,

Transport Airplane Directorate, 3960

Paramount Boulevard, Lakewood, California

90712; or fax the report to (310) 627–5210.

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.

(i) For airplanes on which the inspection

required by paragraph (b) of this AD is

accomplished after the effective date of this

AD: Submit the report within 10 days after

performing any of the inspections required

by paragraph (b) of this AD.

(ii) For airplanes on which the inspection

required by paragraph (b) of this AD is

accomplished prior to the effective date of

this AD: Submit the report within 10 days

after the effective date of this AD.

(c) If no cracking is detected during the

inspections required by paragraphs (a) and

(b) of this AD, repeat the inspection required

by paragraph (b) of this AD thereafter at

intervals not to exceed 60 days or 300

landings, whichever occurs first, in

accordance with McDonnell Douglas Alert

Service Bulletin MD11–54A049, Revision 1,

dated February 7, 1995.

(d) If any cracking is detected during the

inspection required by either paragraph (a) or

(b) of this AD, prior to further flight, repair

in accordance with a method approved by

the Manager, Los Angeles ACO, FAA,

Transport Airplane Directorate.

(e) 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, 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 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(f) 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.

(g) The inspections shall be done in

accordance with McDonnell Douglas MD–11

Alert Service Bulletin MD11–54A049,

Revision 1, dated February 7, 1995, and

McDonnell Douglas MD–11 Alert Service

Bulletin A54–49, dated December 2, 1994.

The incorporation by reference of McDonnell

Douglas Alert Service Bulletin MD11–

54A049, Revision 1, dated February 7, 1995,

is approved by the Director of the Federal

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

and 1 CFR part 51. The incorporation by

reference of McDonnell Douglas MD–11 Alert

Service Bulletin A54–49, dated December 2,

1994, 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

January 12, 1995 (59 FR 66669, December 28,

1994). Copies may be obtained from

McDonnell Douglas Corporation, P.O. Box

1771, Long Beach, California 90801–1771,

Attention: Business Unit Manager, Technical

Administrative Support, Dept. L51, M.C. 2–

98. 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.

(h) This amendment becomes effective on

March 17, 1995.

Issued in Renton, Washington, on February

23, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–4983 Filed 3–1–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 94–ASO–24]

Amendment to Class D and Class E

Airspace; Fort Campbell, KY

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule; correction.

SUMMARY: This action corrects an error

in the geographic coordinates of a final

rule that was published in the Federal

Register on December 21, 1994,

Airspace Docket No. 94–ASO–24. The

December 21, 1994, final rule corrected

the geographic positions of the Sabre

Army Heliport and the designations of

the Fort Campbell, KY, Class D and

Class E airspace areas.

EFFECTIVE DATE: 0901 UTC, March 30,

1995.

FOR FURTHER INFORMATION CONTACT:

Michael J. Powderly, System

Management Branch, Air Traffic

Division, Federal Aviation

Administration, P.O. Box 20636,

Atlanta, Georgia 30320; telephone (404)

305–5570.