AD 88-16-02 R1 SUPERSEDED

Final rule.

McDonnell Douglas: Applies to McDonnell Douglas Model DC-10-30, -30F, -40, and KC-10A (Military) series airplanes, certificated in any category. Compliance required as indicated unless previously accomplished. \nTo prevent the loss of main landing gear brake effectiveness, accomplish the following:\nA. Within 30 days after August 20, 1988 (the effective date of Amendment 39-5991), inspect the brakes for wear. If the brake wear is greater than the following limits, replace the brake with one within limits prior to further flight. Thereafter, these limits must be maintained until the requirements of paragraphs E. and F., below, are accomplished:\n1. For Goodyear/Loral Systems part number 5000758-2, -3, and -5, the maximum brake wear limit is 1.50 inches. \n2. For Goodyear/Loral Systems part number 5000758-4, -6, and -10, the maximum brake wear limit is 1.75 inches.\nB. Within 30 days after August 20, 1988 (the effective date of Amendment 39-5991), incorporate the wear limits listed in paragraph A., above, into the FAA-approved maintenance inspection program.\nC. Beginning 30 days after the effective date of this amendment, replace any removed brake with either of the following:\n1. Goodyear/Loral Systems brake, part number 5000758-4, -6, or -10; or \n2. Goodyear/Loral Systems brake, part number 5000758-2, -3, or -5, modified with all long piston sleeves, part number 5003366, in accordance with Goodyear/Loral Maintenance Manual AP-391. Identify the modified brake in accordance with accepted practices.\nD. Within 90 days after the effective date of this amendment, replace all Goodyear/Loral Systems unmodified brakes, part numbers 5000758-2, -3, and -5, with either:\n1. Goodyear/Loral Systems brakes, part number 5000758-4, -6, or -10; or \n2.Goodyear/Loral Systems brake, part number 5000758-2, -3, or -5, modified with all long piston sleeves, part number 50003366, in accordance with Goodyear/Loral Maintenance Manual AP-391.\nE. Within 90 days after the effective date ofthis amendment, inspect the brakes for wear. Any brake that is worn more than 0.75 inch must be replaced, prior to further flight, with one within this limit.\nF. Within 90 days after the effective date of this amendment, incorporate the 0.75 inch brake wear limit into FAA-approved maintenance inspection program.\nG. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \nNote. The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office.\nH. Special flight permits may be issued in accordance with FAR 21.197 and 21.199, to operate airplanes to a base in order to comply with the requirements of this AD.\nThis Amendment becomes effective October 14, 1988.

On July 26, 1988, the FAA issued AD 88-16-02, Amendment 39-5911 (53 FR 28999, August 2, 1988), which requires that all landing gear brakes on McDonnell Douglas Model DC-l0-30, -30F, -40, and KC-10A series airplanes be inspected for wear, and replaced if the wear limits prescribed within the AD were not met. \nSubsequent to the issuance of AD 88-16-02, further testing and analysis of the brake at the prescribed limits, and at other limits, has been accomplished to determine the kinetic energy capacity of the brake at rejected takeoff (RTO) energy levels. It was determined that the set wear limits specified in the existing AD are inadequate to provide enough brake mass to accomplish a maximum energy RTO stop. Additionally, it was determined that short piston sleeve brakes, as designed, and with a more conservative limit, would not be adequate to accomplish a maximum energy RTO stop. Thus, the FAA has determined that, in order to provide an acceptable level ofsafety, a more conservative wear limit is necessary and modification of short piston sleeve brakes to long sleeve configuration must be accomplished as well. The limitations specified in this amendment must be utilized in lieu of those previously required, since the affected airplanes attempting an RTO with brakes at or near those brake wear limits, or with short piston sleeve brakes, could experience failure of the main landing gear brakes and overrun of the runway by the airplane. \nSince this condition is likely to exist or develop on other airplanes of the same type design, this amendment revises AD 88-16-02 to require an inspection of the main landing gear brakes to new wear limits set forth in this amendment, replacement of those brakes which are not within this limit with ones which are within the limit, and modification of short sleeve brakes to a long sleeve configuration. This is considered to be interim action until final action is identified, at which time the FAA may consider further rulemaking to address it. \nSince a situation exists that requires immediate adoption of this regulation, it is found that notice and public procedure herein are impracticable, and good cause exists for making this amendment effective in less than 30 days. \nThe 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 will not have sufficient federalism implications to warrant the preparation of a Federalism Assessment.\nThe FAA has determined that this regulation is an emergency regulation that is not considered to be major under Executive Order 12291. It is impracticable for the agency to follow the procedures of Executive Order 12291 with respect to this rule since the rule must be issued immediately to correct an unsafe condition in aircraft. It has been further determined that this document involves an emergency regulation under DOT Regulatory Policies and Procedures (44 FR 11034; February 26, 1979). If this action is subsequently determined to involve a significant/major regulation, a final regulatory evaluation or analysis, as appropriate, will be prepared and placed in the regulatory docket (otherwise, an evaluation or analysis is not required).\n\nList of Subjects in 14 CFR Part 39\n\n\tAviation safety, Aircraft.\n\nAdoption of the Amendment\n\n\tAccordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation Administration amends § 39.13 of Part39 of the Federal Aviation Regulations (14 CFR 39.13) as follows:\n\nPART 39 - (AMENDED)\n\n\t1. The authority citation for Part 39 continues to read as follows:\n\nAuthority: 49 U.S.C. 106(g), (Revised, Pub. L. 97-449, January 12, 1983); and 14 CFR 11.89.\n\n§ 39.13 (Amended)\n\n2. By amending AD88-16-02, Amdt. 39-5991 (53 FR 28999; August 2, 1988), by adding new paragraphs C., D., E., and F.; and redesignating existing paragraphs C. and D. as G. and H., to read as follows:

There is no applicable service information.

Mr. E.S. Chalpin, Aerospace Engineer, Systems and Equipment Branch, ANM-130L, FAA, Northwest Mountain Region, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425; telephone (213) 988-5335.