AD 2006-10-14

[Federal Register Volume 71, Number 95 (Wednesday, May 17, 2006)]
[Rules and Regulations]
[Pages 28565-28570]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 06-4546]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-22254; Directorate Identifier 2005-NM-001-AD; 
Amendment 39-14598; AD 2006-10-14]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-9-10, DC-9-
20, DC-9-30, DC-9-40, and DC-9-50 Series Airplanes; Model DC-9-81 (MD-
81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) Airplanes; 
Model MD-88 Airplanes; Model MD-90-30 Airplanes; and Model 717-200 
Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain McDonnell Douglas transport category airplanes. This AD 
requires an inspection to determine the part number of the upper and 
lower stop pad support fittings of all the lower cargo doors, 
repetitive inspections of all early configuration stop pad support 
fittings, and corrective action if necessary. This AD also provides an 
optional terminating action for the repetitive inspections. This AD 
results from a report of cracks found in the area of the upper and 
lower stop pad support fittings of the cargo door pan on numerous 
airplanes. We are issuing this AD to prevent cracks in the cargo door 
pan, which could result in the inability to fully pressurize an 
airplane, possible pressure loss, or possible rapid decompression of 
the airplane.

DATES: This AD becomes effective June 21, 2006.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of June 21, 2006.

ADDRESSES: You may examine the AD docket on the Internet at <a href="http://dms.dot.gov">http://dms.dot.gov</a> or in person at the Docket Management Facility, U.S. 
Department of Transportation, 400 Seventh Street, SW., Nassif Building, 
room PL-401, Washington, DC.

[[Page 28566]]

    Contact Boeing Commercial Airplanes, Long Beach Division, 3855 
Lakewood Boulevard, Long Beach, California 90846, Attention: Data and 
Service Management, Dept. C1-L5A (D800-0024), for service information 
identified in this AD.

FOR FURTHER INFORMATION CONTACT: Maureen Moreland, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137; 
telephone (562) 627-5238; fax (562) 627-5210.

SUPPLEMENTARY INFORMATION:

Examining the Docket

    You may examine the airworthiness directive (AD) docket on the 
Internet at <a href="http://dms.dot.gov">http://dms.dot.gov</a> or in person at the Docket Management 
Facility office between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. The Docket Management Facility office 
(telephone (800) 647-5227) is located on the plaza level of the Nassif 
Building at the street address stated in the ADDRESSES section.

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that would apply to certain McDonnell 
Douglas Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9-50 series 
airplanes; Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and 
DC-9-87 (MD-87) airplanes (hereafter referred to as Model DC-9 
airplanes); Model MD-88 airplanes; Model MD-90-30 airplanes; and Model 
717-200 airplanes. That NPRM was published in the Federal Register on 
September 1, 2005 (70 FR 52046). That NPRM proposed to require an 
inspection to determine the part number (P/N) of the upper and lower 
stop pad support fittings of all the lower cargo doors, repetitive 
inspections of all early configuration stop pad support fittings, and 
corrective action if necessary. That NPRM also proposed to provide an 
optional terminating action for the repetitive inspections.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Request To Use New Service Information

    Boeing requests that we reference Boeing Service Bulletin DC9-52-
189, Revision 2, dated December 20, 2005, in paragraph (f)(1) of the 
NPRM as the appropriate source of service information for certain 
airplanes. (We referenced Revision 01, dated March 20, 2003, as an 
appropriate source of service information in the NPRM.)
    We agree. We have reviewed Revision 2 of Boeing Service Bulletin 
DC9-52-189, which contains procedures identical to those in Revision 
01. We, therefore, have revised paragraphs (f)(1) and (h) and Table 1 
of this AD to reference Revision 2 of the service bulletin.
    Also since issuance of the NPRM, Boeing has published Boeing 
Service Bulletin 717-52-0007, Revision 1, dated March 2, 2006; and 
Boeing Service Bulletin MD90-52-014, Revision 1, dated March 22, 2006. 
For certain airplanes, we referenced the original issues of these 
service bulletins, both dated December 14, 2004, as appropriate sources 
of service information in the NPRM. The procedures in Revision 1 of 
Boeing Service Bulletin 717-52-0007 are identical to those in the 
original issue of that service bulletin, except that Revision 1 
recommends inspecting only the aft lower cargo door, whereas the 
original issue recommends inspecting both the forward and aft lower 
cargo doors. Boeing, however, has verified that the unsafe condition of 
this AD has been corrected on the forward cargo doors for all the 
affected Model 717-200 airplanes. Therefore, we have revised paragraph 
(f)(3) of this AD to reference Revision 1 of Boeing Service Bulletin 
717-52-0007.
    The procedures in Revision 1 of Boeing Service Bulletin MD90-52-014 
are identical to those in the original issue of that service bulletin. 
We, therefore, have revised paragraph (f)(2) of this AD to reference 
Revision 1 of Boeing Service Bulletin MD90-52-014. Consequently, we 
have also revised paragraph (m) of this AD to give credit for actions 
done previously in accordance with Revision 01 of Boeing Service 
Bulletin DC9-52-189, the original issue of Boeing Service Bulletin 717-
52-0007, and the original issue of Boeing Service Bulletin MD90-52-014, 
as applicable.

Request To Revise Certain Compliance Times

    Boeing and Northwest Airlines (NWA) request that we revise certain 
compliance times to match those specified in Revision 2 of Boeing 
Service Bulletin DC9-52-189. NWA would like the compliance times for 
the repetitive inspections of early configuration stop pad fittings 
changed from units of flight hours to landings. We infer NWA is 
referring to the inspections in paragraphs (g)(1) and (g)(2) of the 
NPRM. NWA further requests that, for Group 2 airplanes, we extend the 
compliance time for inspecting to determine the P/N of the stop pad 
fittings from 300 flight hours to within 3,900 landings from the last 
general visual inspection. We infer that NWA is referring to the 
compliance time specified in the first row of Table 1 of the NPRM. As 
justification, NWA states Revision 2 of Boeing Service Bulletin DC9-52-
189 (which was published after issuance of the NPRM) recommends a 
compliance time of 18 months. Based on its maintenance program for 
Model DC-9 airplanes, NWA states that 18 months is approximately 
equivalent to 3,900 landings. Boeing specifically requests the 
following:
    <bullet> For the inspection to determine the P/N of the stop pad 
fittings, specified in Table 1 of the NPRM: For Group 2, 3, and 4 
airplanes, extend the compliance time from 300 flight hours to within 
18 months after the effective date of the AD. For Model MD-90-30 and 
Model 717-200 airplanes, change the compliance times from flight hours 
to flight cycles.
    <bullet> For repetitive inspections of early configuration stop pad 
fittings for cracking on certain airplanes, specified in Table 2 of the 
NPRM: For airplanes that have been inspected before the effective date 
of this AD in accordance with paragraph (b) of AD 96-10-11, change the 
compliance times from flight hours to flight cycles. For airplanes that 
have not been inspected before the effective date of this AD in 
accordance with paragraph (b) of AD 96-10-11, extend the compliance 
time from 300 flight hours to within 18 months after the effective date 
of the AD.
    <bullet> For the initial inspection of early configuration stop pad 
fittings for cracking on other certain airplanes if applicable, 
specified in paragraph (g) of the NPRM: Delete the compliance time of 
300 flight hours.
    As justification, Boeing states that the service issue is driven by 
flight cycles, not flight hours. Boeing further states that the new 
compliance times of 18 months better correspond with a C-check, and 
that its analysis supports extending the compliance time.
    We agree to revise the compliance times in paragraphs (g)(1) and 
(g)(2) and in Tables 1 and 2 of this AD, as proposed by the commenters. 
These changes agree with compliance times recommended in Revision 2 of 
Boeing Service Bulletin DC9-52-189, Revision 1 of Boeing Service 
Bulletin 717-52-0007, and Revision 1 of Boeing Service Bulletin MD90-
52-014, as applicable.
    However, we do not agree to delete the compliance time of 300 
flight hours from paragraph (g) of this AD for the

[[Page 28567]]

initial inspection of any early configuration stop pad support fitting 
for cracking if applicable. For certain Model DC-9 airplanes and Model 
MD-88 airplanes, we have added a third column to Table 1 of this AD to 
require accomplishing the initial inspection for cracking ``before 
further flight'' after the inspection to determine the P/N of the stop 
pad support fittings. We have determined that we no longer need to 
provide a grace period of 300 flight hours for certain Model DC-9 
airplanes and Model MD-88 airplanes because we extended the compliance 
time for inspecting to determine the P/N from 300 flight hours to 18 
months.
    For Model MD-90-30 airplanes and Model 717-200 airplanes, this AD 
does allow a grace period of 300 flight hours to accomplish the initial 
inspection for cracking, as proposed by the NPRM. We have moved the 
compliance time for these airplanes to the third column of Table 1 of 
this AD. To reduce the compliance time of the NPRM for these airplanes 
would necessitate (under the provisions of the Administrative Procedure 
Act) reissuing the notice, reopening the period for public comment, 
considering additional comments subsequently received, and eventually 
issuing a final rule. That procedure could take as long as 4 months. In 
comparing the compliance date of the final rule after completing such a 
procedure with the compliance date of this final rule as issued, we 
find the increment in time minimal. In light of this, and in 
consideration of the amount of time that has already elapsed since 
issuance of the NPRM, we have determined that further delay of this 
final rule is not appropriate.

Request To Revise End-Level Effect

    Boeing requests that we revise the end-level effect of the unsafe 
condition on the affected airplanes in the Summary, Discussion, and 
paragraph (d) of the NPRM. The commenter states that cracks in the 
cargo door pan could result in the inability to fully pressurize an 
airplane ``or possible pressure loss,'' instead of ``and possible rapid 
decompression of the airplane'' as we stated in the NPRM. Boeing states 
that the possibility of rapid decompression is remote because cracking 
in the surrounding area would mostly likely prevent pressurization of 
the airplane prior to reaching altitude. Boeing further states that if 
a leak were to occur while the airplane is pressurized, the cabin 
pressurization system may be able to overcome the leak, or at worst, 
may result in pressure reduction to a point that the cabin 
pressurization system could sustain.
    We agree that the inability to pressurize the airplane or pressure 
loss in-flight are both more likely to occur than rapid decompression 
of the airplane. However, we do not agree that the possibility of rapid 
decompression should be excluded from the end-level effect of the 
unsafe condition. Therefore, we have revised the Summary section and 
paragraph (d) of this AD to include possible pressure loss as one end-
level effect. We point out that the Discussion section of the NPRM is 
not retained in the AD.

Request To Correct Alternative Method of Compliance (AMOC) Paragraph

    Boeing requests that we delete citation of 14 CFR 25.571, Amendment 
45, from the AMOC paragraph for McDonnell Model MD-90-30 airplanes and 
Model 717-200 airplanes. Boeing states that paragraph (o)(2) of the 
NPRM should cite 14 CFR 25.571, Amendment 25-45, for McDonnell Douglas 
Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9-50 series airplanes; 
Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 
(MD-87) airplanes; and Model MD-88 airplanes.
    We agree that we do not need to cite 14 CFR 25.571, Amendment 45, 
for Model MD-90-30 airplanes and Model 717-200 airplanes, since damage 
tolerance requirements are included in the certification basis of those 
airplanes. We have revised the AMOC paragraph of this AD accordingly.

Request To Correct Reference to Aircraft Maintenance Manual (AMM)

    AirTran Airways states that Boeing Service Bulletin 717-52-0007, 
dated December 14, 2004, references the incorrect chapter of the Boeing 
717 AMM for adjustment of the forward and aft lower cargo doors. 
According to the commenter, the correct reference is Chapter 52-31-01 
of the Boeing 717 AMM. We infer AirTran Airways requests that we 
correct this reference in the AD.
    We agree. Boeing has confirmed that the original issue of the 
service bulletin should have referenced Chapter 52-31-01 of the Boeing 
717 AMM. Boeing has corrected the reference in Revision 1 of the 
service bulletin, which we reference as an appropriate source of 
service information in paragraph (f)(3) of this AD. As stated 
previously, the original issue of the service bulletin is now 
referenced in paragraph (m)(3) of this AD to give credit for previous 
actions done in accordance with the original issue of the service 
bulletin; that paragraph refers operators to the correct chapter of the 
AMM.

Request To Identify the Method for Repairing Cracking on Model 717-200 
Airplanes

    AirTran Airways also requests that we identify the FAA-approved 
method for repairing cracking found on the cargo door pans of Model 
717-200 airplanes. The commenter would like us to make this method 
available before the initial threshold of the first inspection, in 
order to reduce airplane downtime. We infer AirTran Airways would like 
the repair added to paragraph (i) of this AD.
    We do not agree, at this time, to identify the FAA-approved method 
for repairing cracking found on Model 717-200 airplanes. It is unlikely 
that cracking will be found immediately on the cargo door pans for 
these airplanes, since the airplane fleet of Model 717-200 airplanes 
has accumulated fewer total flight cycles, as compared to when cracking 
was found on the cargo door pans of Model DC-9 airplanes. Operators 
should be able to locate and replace any early configuration stop pad 
fittings before cracking initiates in a cargo door pan. Furthermore, 
the cargo doors on the Model 717-200 airplanes are similar to those on 
the Model DC-9 airplanes. Should cracking be found on the cargo door 
pan of a Model 717-200 airplane, it is likely that an operator will be 
able to use one of the existing repair configurations developed and 
approved previously for a Model DC-9 airplane. Therefore, no change to 
this AD is necessary in this regard.

Clarification of AMOC Paragraph

    We have revised this action to clarify the appropriate procedure 
for notifying the principal inspector before using any approved AMOC on 
any airplane to which the AMOC applies.

Conclusion

    We have carefully reviewed the available data, including the 
comments received, and determined that air safety and the public 
interest require adopting the AD with the changes described previously. 
We have determined that these changes will neither increase the 
economic burden on any operator nor increase the scope of the AD.

Costs of Compliance

    There are about 2,016 airplanes of the affected design in the 
worldwide fleet. This AD affects about 1,586 airplanes of U.S. 
registry. The following table provides the estimated costs for U.S. 
operators, at an average labor rate of $65 per hour, to comply with 
this AD.

[[Page 28568]]



                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                              Number of
                                      Work                                                      U.S.-
              Action                 hours                  Cost per airplane                 registered                    Fleet cost
                                                                                              airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspection to determine P/N for           1  $65...........................................        1,218  $79,170.
 Group 2, 3, and 4 airplanes
 identified in Boeing Service
 Bulletin DC9-52-189; Model MD-90-
 30 airplanes; and Model 717-200
 airplanes.
Inspection for cracks for Group 1         4  $260, per inspection cycle....................          368  $95,680, per inspection cycle.
 airplanes identified in Boeing
 Service Bulletin DC9-52-189, 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 have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD 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.
    For the reasons discussed above, I certify that this AD:
    (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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket. See the ADDRESSES 
section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The Federal Aviation Administration (FAA) amends Sec.  39.13 by 
adding the following new airworthiness directive (AD):

2006-10-14 McDonnell Douglas: Amendment 39-14598. Docket No. FAA-
2005-22254; Directorate Identifier 2005-NM-001-AD.

Effective Date

    (a) This AD becomes effective June 21, 2006.

Affected ADs

    (b) Accomplishing paragraph (g) or (h), as applicable, of this 
AD terminates certain requirements of AD 96-10-11, amendment 39-
9618, as specified in McDonnell Douglas DC-9 Service Bulletin 52-89, 
Revision 5, dated February 26, 1991.

Applicability

    (c) This AD applies to the airplanes specified in paragraphs 
(c)(1) and (c)(2) of this AD, certificated in any category.
    (1) All McDonnell Douglas Model DC-9-11, DC-9-12, DC-9-13, DC-9-
14, DC-9-15, DC-9-15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-9C), 
DC-9-32F, DC-9-33F, DC-9-34, DC-9-34F, DC-9-32F (C-9A, C-9B), DC-9-
41, and DC-9-51 airplanes; Model DC-9-81 (MD-81), DC-9-82 (MD-82), 
DC-9-83 (MD-83), DC-9-87 (MD-87) airplanes; Model MD-88 airplanes; 
and Model MD-90-30 airplanes; and
    (2) Model 717-200 airplanes, as identified in Boeing Service 
Bulletin 717-52-0007, Revision 1, dated March 2, 2006.

Unsafe Condition

    (d) This AD was prompted by a report of cracks found in the area 
of the upper and lower stop pad support fittings of the cargo door 
pan on numerous airplanes. We are issuing this AD to prevent cracks 
in the cargo door pan, which could result in the inability to fully 
pressurize an airplane, possible pressure loss, or possible rapid 
decompression of the airplane.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Service Bulletin References

    (f) The term ``service bulletin,'' as used in this AD, means the 
following service bulletins, as applicable:
    (1) For Model DC-9-11, DC-9-12, DC-9-13, DC-9-14, DC-9-15, DC-9-
15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-9C), DC-9-32F, DC-9-33F, 
DC-9-34, DC-9-34F, DC-9-32F (C-9A, C-9B), DC-9-41, and DC-9-51 
airplanes; Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), 
DC-9-87 (MD-87) airplanes; and Model MD-88 airplanes: Boeing Service 
Bulletin DC9-52-189, Revision 2, dated December 20, 2005;
    (2) For Model MD-90-30 airplanes: Boeing Service Bulletin MD90-
52-014, Revision 1, dated March 22, 2006; and
    (3) For Model 717-200 airplanes: Boeing Service Bulletin 717-52-
0007, Revision 1, dated March 2, 2006.

Determine Part Numbers (P/Ns) and Inspect if Necessary

    (g) For the airplanes identified in Table 1 of this AD: At the 
compliance time specified in Table 1 of this AD, inspect to 
determine the part number of the upper and lower stop pad support 
fittings of the lower cargo doors, in accordance with the 
Accomplishment Instructions of the service bulletin, as applicable. 
If new configuration or new upper and lower stop pad support 
fittings, as identified in the applicable service bulletin, are 
found installed on all lower cargo doors, then no further action is 
required by this paragraph. If any early configuration stop pad 
support fitting is found installed on any lower cargo door, at the 
applicable compliance time specified in Table 1 of this AD, do the 
inspection specified in either paragraph (g)(1) or (g)(2) of this 
AD, in accordance with the Accomplishment Instructions of the 
service bulletin, until the

[[Page 28569]]

replacement specified in paragraph (k) of this AD is accomplished.
    (1) Do a general visual inspection for cracks in any lower cargo 
door having an early configuration stop pad support fitting. Repeat 
the general visual inspection thereafter at intervals not to exceed 
1,700 flight cycles.
    (2) Do an eddy current inspection for cracks in any lower cargo 
door having an early configuration stop pad support fitting. Repeat 
the eddy current inspection thereafter at intervals not to exceed 
3,900 flight cycles.

    Note 1: For the purposes of this AD, a general visual inspection 
is: ``A visual examination of an interior or exterior area, 
installation, or assembly to detect obvious damage, failure, or 
irregularity. This level of inspection is made from within touching 
distance unless otherwise specified. A mirror may be necessary to 
ensure visual access to all surfaces in the inspection area. This 
level of inspection is made under normally available lighting 
conditions such as daylight, hangar lighting, flashlight, or 
droplight and may require removal or opening of access panels or 
doors. Stands, ladders, or platforms may be required to gain 
proximity to the area being checked.''


            Table 1.--Compliance Times for Certain Airplanes
------------------------------------------------------------------------
                                                      Initial inspection
                                                           of early
                                     Inspection to    configuration stop
      Applicable airplanes           determine P/N        pad support
                                                          fitting, if
                                                          applicable
------------------------------------------------------------------------
Airplanes identified as Group 2,  Within 18 months    Before further
 3, and 4 in paragraph 1.A. of     after the           flight.
 Boeing Service Bulletin DC9-52-   effective date of
 189, Revision 2, dated December   this AD.
 20, 2005.
Model MD-90-30 airplanes and      Before the          Within 300 flight
 Model 717-200 airplanes.          accumulation of     hours.
                                   25,000 total
                                   flight cycles, or
                                   within 3,900
                                   flight cycles
                                   after the
                                   effective date of
                                   this AD,
                                   whichever is
                                   later.
------------------------------------------------------------------------

Repetitive Inspections for Certain Airplanes

    (h) For the airplanes identified as Group 1 in paragraph 1.A. of 
Boeing Service Bulletin DC9-52-189, Revision 2, dated December 20, 
2005: At the applicable compliance time specified in Table 2 of this 
AD, do the inspection specified in either paragraph (g)(1) or (g)(2) 
of this AD, in accordance with the Accomplishment Instructions of 
the applicable service bulletin. Repeat the inspection thereafter at 
the interval specified in paragraph (g)(1) or (g)(2), as applicable, 
until the replacement specified in paragraph (k) of this AD is 
accomplished. Inspections also may be done in accordance with the 
Accomplishment Instructions of McDonnell Douglas DC-9 Service 
Bulletin 52-89, Revision 5, dated February 26, 1991; or Revision 6, 
dated January 11, 1993.

   Table 2.--Compliance Times for Initial Inspection of Certain Other
                                Airplanes
------------------------------------------------------------------------
         For airplanes that have--                 Compliance time
------------------------------------------------------------------------
Been inspected before the effective date    Within 1,700 flight cycles
 of this AD in accordance with paragraph     after the last general
 (b) of AD 96-10-11 as specified in Phase    visual inspection, or
 I of the Accomplishment Instructions of     within 3,900 flight cycles
 McDonnell Douglas DC-9 Service Bulletin     after the last eddy current
 52-89, Revision 5, dated February 26,       inspection, as applicable.
 1991; or Revision 6, dated January 11,
 1993.
Not been inspected before the effective     Within 18 months after the
 date of this AD in accordance with          effective date of this AD.
 paragraph (b) of AD 96-10-11 as specified
 in Phase I of the Accomplishment
 Instructions of McDonnell Douglas DC-9
 Service Bulletin 52-89, Revision 5, dated
 February 26, 1991; or Revision 6, dated
 January 11, 1993.
------------------------------------------------------------------------

Corrective Actions for Certain Airplanes

    (i) For Model MD-90-30 airplanes and Model 717-200 airplanes: If 
any crack is found in the door jamb or jamb structure of a lower 
cargo door during any inspection required by paragraph (g)(1) or 
(g)(2) of this AD, and the service bulletin specifies contacting 
Boeing for appropriate action, before further flight, repair the 
crack using a method in accordance with the procedures specified in 
paragraph (o) of this AD.

Corrective Actions for Certain Other Airplanes

    (j) For Model DC-9-11, DC-9-12, DC-9-13, DC-9-14, DC-9-15, DC-9-
15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-9C), DC-9-32F, DC-9-33F, 
DC-9-34, DC-9-34F, DC-9-32F (C-9A, C-9B), DC-9-41, DC-9-51 
airplanes; Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), 
and DC-9-87 (MD-87) airplanes; and Model MD-88 airplanes: If any 
crack is found during any inspection required by paragraph (g)(1), 
(g)(2), or (h) of this AD, do the corrective action at the 
applicable compliance time specified in paragraph 1.E. of the 
service bulletin, in accordance with the Accomplishment Instructions 
of the service bulletin, as applicable.

Optional Replacement of Stop Pad Support Fittings

    (k) For all airplanes: Replacement of all early configuration 
stop pad support fittings installed on a lower cargo door with new 
configuration or new stop pad support fittings, as identified in the 
applicable service bulletin; and reidentification of the applicable 
lower cargo door; in accordance with the Accomplishment Instructions 
of the applicable service bulletin; terminates the repetitive 
inspections required by paragraphs (g)(1), (g)(2), and (h) of this 
AD, as applicable, for that lower cargo door only.

Parts Installation

    (l) For all airplanes: As of the effective date of this AD, no 
person may install an early configuration stop pad support fitting 
having P/N 3925046-1, -501, -505, -507, or -509, or P/N 3926046-1 or 
-501, on any airplane.

Credit for Previous Service Bulletin

    (m) Actions done before the effective date of this AD in 
accordance with the applicable service bulletin specified in 
paragraph (m)(1), (m)(2), or (m)(3) of this AD, are acceptable for 
compliance with the corresponding requirements of this AD.
    (1) Boeing Service Bulletin DC9-52-189, dated August 10, 2001; 
or Revision 01, dated March 20, 2003.
    (2) Boeing Service Bulletin MD90-52-014, dated December 14, 
2004.
    (3) Boeing Service Bulletin 717-52-0007, dated December 14, 
2004, except where the service bulletin refers to Chapter 52-31-00 
of the Boeing 717 Aircraft Maintenance Manual for instructions on 
adjusting the forward and aft lower cargo doors, instead refer to 
Chapter 52-31-01 for those instructions.

Terminating Action for Certain Requirements of AD 96-10-11

    (n) For Model DC-9-11, DC-9-12, DC-9-13, DC-9-14, DC-9-15, DC-9-
15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-9C), DC-9-32F, DC-9-33F, 
DC-9-34, DC-9-34F, DC-9-32F (C-9A, C-9B), DC-9-41, and DC-9-51 
airplanes: Accomplishing the replacement specified in paragraph (k) 
of this AD for the forward and aft lower cargo doors terminates the 
repetitive inspections of the forward and

[[Page 28570]]

aft lower cargo doors for cracks required by paragraph (b) of AD 96-
10-11 as specified in McDonnell Douglas DC-9 Service Bulletin 52-89, 
Revision 5, dated February 26, 1991.

Alternative Methods of Compliance (AMOCs)

    (o)(1) The Manager, Los Angeles Aircraft Certification Office 
(ACO), FAA, has the authority to approve AMOCs for this AD, if 
requested in accordance with the procedures found in 14 CFR 39.19.
    (2) Before using any AMOC approved in accordance with 14 CFR 
39.19 on any airplane to which the AMOC applies, notify the 
appropriate principal inspector in the FAA Flight Standards 
Certificate Holding District Office.
    (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 an 
Authorized Representative for the Boeing Commercial Airplanes 
Delegation Option Authorization Organization who 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 the approval must specifically refer to 
this AD. For McDonnell Douglas Model DC-9-10, DC-9-20, DC-9-30, DC-
9-40, and DC-9-50 series airplanes; Model DC-9-81 (MD-81), DC-9-82 
(MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) airplanes; and Model 
MD-88 airplanes: The repair also must meet 14 CFR 25.571, Amendment 
45.

Material Incorporated by Reference

    (p) You must use the service information specified in Table 3 of 
this AD to perform the actions that are required by this AD, unless 
the AD specifies otherwise. The Director of the Federal Register 
approved the incorporation by reference of these documents in 
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Boeing 
Commercial Airplanes, Long Beach Division, 3855 Lakewood Boulevard, 
Long Beach, California 90846, Attention: Data and Service 
Management, Dept. C1-L5A (D800-0024), for a copy of this service 
information. You may review copies at the Docket Management 
Facility, U.S. Department of Transportation, 400 Seventh Street, 
SW., room PL-401, Nassif Building, Washington, DC; on the Internet 
at <a href="http://dms.dot.gov">http://dms.dot.gov</a>; or at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at the NARA, call (202) 741-6030, or go to <a href="http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html">http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html</a>.

                                  Table 3.--Material Incorporated by Reference
----------------------------------------------------------------------------------------------------------------
            Service bulletin                       Revision level                           Date
----------------------------------------------------------------------------------------------------------------
Boeing Service Bulletin Revision 717-52-  Revision 1.....................  March 2, 2006.
 0007.
Boeing Service Bulletin DC9-52-189......  Revision 2.....................  December 20, 2005.
Boeing Service Bulletin MD90-52-014.....  Revision 1.....................  March 22, 2006.
----------------------------------------------------------------------------------------------------------------


    Issued in Renton, Washington, on May 8, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 06-4546 Filed 5-16-06; 8:45 am]
BILLING CODE 4910-13-P