Document ID: FAA-2010-1206-0001
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: McDonnell Douglas Corp. Model DC-10-10, DC-10-10F, and MD-10-10F Airplanes
Posted Date: 2010-12-30T05:00Z

[Federal Register Volume 75, Number 250 (Thursday, December 30, 2010)]
[Proposed Rules]
[Pages 82333-82335]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-33001]

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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).

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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.myboeingfleet.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.

[[Page 82334]]

    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.

Sec.  39.13  [Amended]

    2. The FAA amends Sec.  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.

[[Page 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