35944 Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations

(b) 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, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance or

Avionics Inspector, who may add comments

and then 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.

(c) 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.

(d) The modification shall be done in

accordance with Fokker Service Bulletin

SBF100–34–015, Revision 2, dated November

27, 1990, which contains the following list of

effective pages:

Page number

Revision

level shown

on page

Date shown

on page

1, 5 .................. 2 November

27, 1990

2–4, 6–9 .......... 1 May 16,

1990

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 Fokker Aircraft USA, Inc., 1199 North

Fairfax Street, Alexandria, Virginia 22314.

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.

(e) This amendment becomes effective on

July 24,1996.

Issued in Renton, Washington, on July 1,

1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–17219 Filed 7–8–96; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 95–NM–254–AD; Amendment

39–9686; AD 96–14–04]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model DC–10 and MD–11

Series Airplanes, and KC–10A

(Military) 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–10 and MD–11

series airplanes, and KC–10A (military)

airplanes, that requires identifying and

replacing certain lock link bolts in the

nose landing gear (NLG). This

amendment is prompted by a report

indicating that certain bolts were

improperly heat-treated during

manufacturing, which makes them

prone to failure. The actions specified

by this AD are intended to prevent

failure of the lock link bolts in the NLG,

which could result in the collapse of the

NLG.

DATES: Effective August 13, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 13,

1996.

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) to

include an airworthiness directive (AD)

that is applicable to certain McDonnell

Douglas Model DC–10 and MD–11

series airplanes, and KC–10A (military)

airplanes was published in the Federal

Register on March 18, 1996 (61 FR

10907). That action proposed to require

a one-time visual inspection to identify

suspect lock link bolts, and the

replacement of those bolts with new

serviceable bolts.

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 the Proposal

Four commenters support the

proposal.

Request To Allow Records Search in

Lieu of Inspection

One commenter requests that the

proposed rule be revised to allow

operators to conduct a records search to

determine if airplanes are equipped

with the suspect bolt, rather than

conduct an inspection of every airplane

in order to determine if the bolt is

installed. This commenter states that,

for some operators, the NLG lock link

bolts are required to have a tracking

history (i.e., records track the bolt by

serial number). For these operators, it

would be more economically feasible,

and just as productive, to conduct a

records search in lieu of an inspection.

The FAA concurs. Paragraph (a) of the

final rule has been revised to provide for

the option of conducting a records

search.

Request To Extend the Compliance

Time for Replacement

Several commenters request that the

proposed rule be revised to allow

operators to replace suspect bolts at a

later time. These commenters request

that, instead of requiring that a suspect

bolt be replaced prior to further flight

after the inspection is accomplished, the

proposed rule should permit operators

to replace the bolt at any time after the

inspection, but prior to the end of the

24-month compliance time. These

commenters consider that this extension

of the replacement time will obtain the

same result as intended by the FAA, and

will have a less disruptive impact on

operators’ schedules.

The FAA concurs that the bolts need

not be replaced prior to further flight

after the inspection (or records search)

is accomplished. The FAA makes this

finding based on the following data

pertinent to the configuration of the

suspect bolts themselves:

1. None of the suspect bolts were

manufactured prior the initial

production of the Model MD–11 series

airplanes (in 1991). In light of this, the

FAA is confident that none of the

suspect bolts was installed as original

equipment on any of the affected Model

DC–10 series airplanes. (Model DC–10’s

have been produced since 1971.)

2. The suspect bolts were

manufactured using a process that did

not affect their static strength

requirement, but did reduce their

fatigue life. These bolts should have a

fatigue life in the range of 58,281

landings; due to the manufacturing

process used, however, the fatigue life
Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations 35945

of the suspect bolts has been reduced to

approximately 24,638 landings.

3. A review of the utilization rates of

the current worldwide fleet indicates

that the highest number of landings

accumulated on any Model MD–11

series airplane is approximately 5,000

landings.

4. The average annual utilization rate

of the airplanes affected by this AD is

between 1,000 and 1,200 landings.

These data indicate that, if any

suspect bolt had been installed as

original equipment on a Model MD–11

(even those airplanes with the highest

number of landings accumulated so far),

or installed as a replacement component

on a Model DC–10, the fatigue life

‘‘remaining’’ on any suspect bolt is long

enough to permit continued use of that

bolt for a 24-month period.

Based on these factors, the FAA has

determined that a large enough margin

of safety exists so that replacement of

the suspect bolts may be accomplished

within 24 months after the effective date

of this AD, regardless of when the

inspection (or records search) is

performed. Paragraph (c) of the final

rule has been revised to specify this.

Request To Permit Replacement With

Other Than New Bolts

One commenter, the airframe

manufacturer, requests that the

proposed rule be revised to delete the

requirement that a ‘‘new’’ bolt be used

as a replacement bolt. This commenter

states that the use of the term ‘‘new’’

excludes the use of refurbished or

serviceable bolts that do not have one of

the suspect serial numbers.

The FAA concurs. Serviceable (nonsuspect) bolts are acceptable as

replacement parts. Accordingly,

paragraph (c) of the final rule has been

revised to delete the word ‘‘new’’ from

the description of required replacement

bolts.

Request To Ensure Availability of

Replacement Parts

One commenter expresses concerns

that the replacement bolts will not be

available in a timely manner. This

commenter states that several service

bulletins recently have been released by

McDonnell Douglas that recommend

inspections and replacement of highstrength landing gear parts that were

improperly heat-treated. This

commenter is concerned that the bolt

suppliers may not be able to meet the

concurrent demand for the large

quantity of parts needed for the entire

affected fleet.

The FAA acknowledges this

commenters concerns, and just recently

contacted the manufacturer on this very

subject. The manufacturer has assured

the FAA that its suppliers stand ready

to meet the demand for parts for the

total fleet.

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 with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

There are approximately 565 Model

DC–10 and MD–11 series airplanes and

KC–10A (military airplanes) of the

affected design in the worldwide fleet.

The FAA estimates that 334 airplanes of

U.S. registry will be affected by this

proposed AD.

It will take approximately .5 work

hour per airplane to accomplish either

a one-time inspection or a

commensurate records search, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $10,020, or $30 per airplane.

If a suspect lock link bolt is found to

be installed on an airplane, its removal

and replacement will take

approximately 3 work hours to

accomplish, at an average labor rate of

$60 per work hour. (For operators of

Model MD–11 series airplanes, the

manufacturer has indicated that it will

reimburse operators for certain of these

labor costs as a labor credit allowance.)

Replacement parts will be supplied by

the manufacture at no charge to

operators. Based on these figures, the

cost impact of the replacement action on

U.S. operators is estimated to be $180

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.

Regulatory Impact

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. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–14–04 McDonnell Douglas: Amendment

39–9686. Docket 95–NM–254–AD.

Applicability: Model DC–10–10, –15, –30,

and –40 series airplanes, and KC–10A

airplanes, as listed in McDonnell Douglas

Service Bulletin DC10–32–242, dated

November 1, 1995; and Model MD–11 series

airplanes as listed in McDonnell Douglas

Service Bulletin MD11–32–060, dated

November 6, 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 (e) 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.
35946 Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations

Compliance: Required as indicated, unless

accomplished previously.

To prevent collapse of the nose landing

gear as a result of failure of the lock link bolt,

accomplish the following:

(a) Within 24 months after the effective

date of this AD, perform either a visual

inspection or a records search to determine

the serial number of the lock link bolt, part

number (P/N) ACG7079–1, installed in the

nose landing gear (NLG). If the visual

inspection is accomplished, it must be

conducted in accordance with procedures

specified in McDonnell Douglas Service

Bulletin DC10–32–242, dated November 1,

1995, for Model DC–10 series airplanes; or

McDonnell Douglas Service Bulletin MD11–

32–060, dated November 6, 1995, for Model

MD–11 series airplanes.

(b) If the serial number of the lock link bolt

is not AP001 through AP036 inclusive, or

AP200 through AP344 inclusive: No further

action is required by this AD.

(c) If the serial number of the lock link bolt

is AP001 through AP036 inclusive, or AP200

through AP344 inclusive: Within 24 months

after the effective date of this AD, replace the

lock link bolt with a bolt, P/N ACG7079–1,

that does not have one of those serial

numbers.

(d) As of the effective date of this AD, no

person shall install a lock link bolt, part

number (P/N) ACG7079–1, having a serial

number of AP001 through AP036 inclusive,

or AP200 through AP344 inclusive, on any

airplane.

(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 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 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 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.

(g) The inspection shall be done in

accordance with McDonnell Douglas Service

Bulletin DC10–32–242, dated November 1,

1995, for Model DC–10 series airplanes; and

McDonnell Douglas Service Bulletin MD11–

32–060, dated November 6, 1995, for Model

MD–11 series airplanes. 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.

(h) This amendment becomes effective on

August 13, 1996.

Issued in Renton, Washington, on June 27,

1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–16951 Filed 7–8–96; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 96–NM–133–AD; Amendment

39–9691; AD 96–14–07]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model MD–11 and MD–11F

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 and MD–11F

series airplanes, that currently requires

repetitive inspections of the tail tank

fuel pipe assembly and the associated

mounting brackets in the aft fuselage

compartment, and follow-on actions, if

necessary. That AD also provides for an

optional terminating modification for

the repetitive inspections. This

amendment deletes the optional

terminating modification, and expands

the applicability of the existing AD to

include additional airplanes. This

amendment is prompted by reports of

cracking or bending of the fuel pipe

mounting support and/or attaching

bracket in the aft fuselage compartment

due to a fuel pressure surge that caused

repetitive loading of this area. The

actions specified in this AD are

intended to prevent such cracking/

bending, which could expose the fuel

pipe coupling O-ring. An exposed Oring could lose its sealing effect and

could allow a fuel leak in the aft

fuselage compartment, which may result

in a possible in-flight or ground fire.

DATES: Effective July 24, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 24,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

September 9, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

133–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

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

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.

FOR FURTHER INFORMATION CONTACT:

Raymond Vakili, Aerospace Engineer,

Propulsion Branch, ANM–140L, FAA,

Los Angeles Aircraft Certification

Office, 3960 Paramount Boulevard,

Lakewood, California 90712; telephone

(310) 627–5262; fax (310) 627–5210.

SUPPLEMENTARY INFORMATION: On

November 4, 1991, the FAA issued AD

91–24–09, amendment 39–8095 (56 FR

61364, December 3, 1991), applicable to

certain McDonnell Douglas Model MD–

11 and MD–11F series airplanes. That

AD requires repetitive visual

inspections of the tail tank fuel pipe

assembly and the associated mounting

brackets located in the aft fuselage

compartment to verify the correct

position of the pipe flange and to detect

damaged brackets. It also requires

various follow-on actions, if any

discrepancy is detected. That AD also

provides for an optional terminating

modification for the repetitive

inspections. That action was prompted

by a report of an uncontained fuel leak

in the aft fuselage compartment on an

in-service airplane, which was the result

of migration of the tail tank fuel pipe

assembly, and consequent exposure of

the O-ring that provides the seal

between the pipe assembly and the

coupling shroud assembly. The actions

required by that AD are intended to

prevent a fuel leak in the aft fuselage

compartment area, and the possibility of

an in-flight or ground fire.

Actions Since Issuance of Previous Rule

Since the issuance of that AD, the

FAA has received several reports of

cracking or bending of the fuel pipe

mounting support and/or attaching

bracket at station Y=2033.750 in the aft