[Federal Register Volume 65, Number 83 (Friday, April 28, 2000)]
[Proposed Rules]
[Pages 24894-24897]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-10669]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-69-AD]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-10 Series 
Airplanes, and KC-10A and KDC-10 (Military) Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the adoption of a new airworthiness 
directive (AD) that is applicable to all McDonnell Douglas Model DC-10 
series airplanes, and KC-10A and KDC-10 (military) airplanes. This 
proposal would require certain modifications of the thrust reverser 
control and indication system and wiring on each engine. This proposal 
is prompted by a determination that the current thrust reverser systems 
do not adequately preclude unwanted deployment of a thrust reverser. 
The actions specified by the proposed AD are intended to prevent 
unwanted deployment of a thrust reverser, which could significantly 
jeopardize continued safety of flight and landing of the airplane.

DATES: Comments must be received by June 12, 2000.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2000-NM-69-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except 
Federal holidays.
    The service information referenced in the proposed rule may be 
obtained from Boeing Commercial Aircraft Group, Long Beach Division, 
3855 Lakewood Boulevard, Long Beach, California 90846, Attention: 
Technical Publications Business Administration, Dept. 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, 
Transport Airplane Directorate, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California.

FOR FURTHER INFORMATION CONTACT: Philip Kush, Aerospace Engineer, 
Propulsion Branch, ANM-140L, FAA, Transport Airplane Directorate, Los 
Angeles Aircraft Certification Office, 3960 Paramount Boulevard, 
Lakewood, California 90712-4137; telephone (562) 627-5263; fax (562) 
627-5210.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of the 
proposed 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 above. All 
communications received on or before the closing date for comments, 
specified above, will be considered before taking action on the 
proposed rule. The proposals contained in this notice may be changed in 
light of the comments received.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed 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 summarizing each FAA-public contact concerned with 
the substance of this proposal will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this notice must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2000-NM-69-AD.'' The postcard will be date stamped and 
returned to the commenter.

[[Page 24895]]

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules 
Docket No. 2000-NM-69-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    In 1992, the FAA issued a document identified as, ``Criteria for 
Assessing Transport Turbojet Fleet Reverser System Safety.'' Relative 
to the new criteria contained in that document, Boeing recently 
completed an update of the System Safety Analysis (SSA) for McDonnell 
Douglas Model DC-10 series airplanes. This SSA identified a number of 
latent (hidden) failures that could contribute to unwanted deployment 
of a wing engine thrust reverser in flight. Based on this SSA, the FAA 
has determined that the thrust reverser systems on all McDonnell 
Douglas Model DC-10 series airplanes, and KC-10A and KDC-10 (military) 
airplanes do not adequately preclude unwanted deployment of a thrust 
reverser. Such unwanted deployment of a thrust reverser could 
significantly jeopardize continued safety of flight and landing of the 
airplane.

Explanation of Relevant Service Information

    The FAA has reviewed and approved the following service 
information:
     McDonnell Douglas Service Bulletin DC10-78-060, dated 
December 17, 1999, which describes procedures for modification of the 
indication light system for the thrust reversers. This service bulletin 
specifies prior or concurrent accomplishment of McDonnell Douglas DC-10 
Service Bulletin 78-40, Revision 1, dated July 24, 1979, which 
describes procedures for installation of a thrust reverser interlock. 
(Service Bulletin 78-40, Revision 1, was specified as the appropriate 
source of service information for accomplishment of the thrust reverser 
interlock installation in a Notice of Proposed Rulemaking action issued 
previously.) In addition, Service Bulletin DC10-78-060 specifies prior 
or concurrent accomplishment of McDonnell Douglas DC-10 Service 
Bulletin 78-7, Revision 1, dated April 17, 1975, which describes 
procedures for modification of the overpressure shutoff valve light 
circuits; and Rohr Incorporated Service Bulletin MDC-CNS 78-41, dated 
June 11, 1999, which describes procedures for modification of the wire 
harnesses for the left and right thrust reversers.
     McDonnell Douglas Service Bulletin DC10-78-061, dated 
February 9, 2000, which describes procedures for installation of 
provisional wiring for an additional thrust reverser locking system. 
This service bulletin specifies prior or concurrent accomplishment of 
Service Bulletin DC10-78-060, described previously, and concurrent 
accomplishment of Middle River Aircraft Systems provisional 
installation drawing 537L68229 (for CF6-50 powered airplanes) or 
537L68231 (for CF6-6 powered airplanes). These drawings illustrate the 
installation of mounting hardware for the electromechanical locking 
system for the thrust reversers.
     McDonnell Douglas Service Bulletin DC10-78-062, dated 
February 14, 2000, which describes procedures for installation of an 
additional thrust reverser locking system. This service bulletin 
specifies prior or concurrent accomplishment of Service Bulletin DC10-
78-061, described previously, and concurrent accomplishment of Middle 
River Aircraft Systems activation installation drawing 537L68230 (for 
CF6-50 powered airplanes, or 537L68232 (for CF6-6 powered airplanes). 
These drawings illustrate the installation of the electromechanical 
locking system for the thrust reversers.

Explanation of Requirements of Proposed Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other products of this same type design, the 
proposed AD would require accomplishment of the actions specified in 
the service information described previously.

Cost Impact

    There are approximately 409 Model DC-10 series airplanes and KC-10A 
and KDC-10 (military) airplanes of the affected design in the worldwide 
fleet.
    For airplanes listed in McDonnell Douglas DC-10 Service Bulletin 
DC10-78-060, (301 U.S.-registered airplanes) described below:
    For General Electric (GE) powered airplanes (277 U.S.-registered 
airplanes), it would take approximately 56 work hours per airplane to 
accomplish the proposed modification of the indication light system, at 
an average labor rate of $60 per work hour. Required parts would cost 
between $6,419 and $11,315 per airplane. Based on these figures, the 
cost impact of this proposed modification on U.S. operators is 
estimated to be between $9,779 and $14,675 per airplane.
    For Pratt & Whitney-powered airplanes (24 U.S.-registered 
airplanes), it would take approximately 140 work hours per airplane to 
accomplish the proposed modification of the indication light system, at 
an average labor rate of $60 per work hour. Required parts would cost 
between $8,753 and $12,674 per airplane. Based on these figures, the 
cost impact of this proposed modification on U.S. operators is 
estimated to be between $17,153 and $21,074 per airplane.
    For airplanes listed in McDonnell Douglas DC-10 Service Bulletin 
78-40 (179 U.S-registered airplanes): It would take approximately 10 
work hours per airplane to accomplish the proposed installation of a 
thrust reverser interlock, at an average labor rate of $60 per work 
hour. Required parts would be obtained from the operators stock. Based 
on these figures, the cost impact of this proposed installation on U.S. 
operators is estimated to be $107,400, or $600 per airplane.
    For airplanes listed in McDonnell Douglas DC-10 Service Bulletin 
78-7 (56 U.S-registered airplanes): It would take approximately 52 work 
hours per airplane to accomplish the proposed modification of the 
overpressure shutoff valve, at an average labor rate of $60 per work 
hour. Required parts would cost approximately $2,100 per airplane. 
Based on these figures, the cost impact of this proposed modification 
on U.S. operators is estimated to be $292,320, or $5,220 per airplane.
    For airplanes listed in Rohr Service Bulletin MDC-CNS 78-41 (3 
U.S.-registered airplanes): It would take approximately 6 work hours 
per airplane to accomplish the proposed wiring modification, at an 
average labor rate of $60 per work hour. Based on these figures, the 
cost impact of this proposed wiring modification on U.S. operators is 
estimated to be $1,080, or $360 per airplane.
    For airplanes listed in McDonnell Douglas DC-10 Service Bulletin 
78-061 (284 U.S.-registered airplanes), it would take between 222 and 
364 work hours per airplane to accomplish the proposed installation of 
provisional wiring, at an average labor rate of $60 per work hour. 
Required parts would cost between $11,216 and $17,986 per airplane. 
Based on these figures, the cost impact of this proposed installation 
on U.S. operators is estimated to be between $24,536 and $39,826 per 
airplane.
    For airplanes on which Middle River Aircraft Systems provisional 
installation drawing 537L68229 or 537L68231 is accomplished (284 U.S.-
registered airplanes), it would take 96 work hours per airplane to 
accomplish the proposed installation of the mounting hardware for the 
electromechanical locking system for the thrust reversers, at an

[[Page 24896]]

average labor rate of $60 per work hour. Required parts would cost 
approximately $14,307 per airplane. Based on these figures, the cost 
impact of this proposed installation on U.S. operators is estimated to 
be $5,699,028, or $20,067 per airplane.
    For airplanes listed in McDonnell Douglas DC-10 Service Bulletin 
78-062 (284 U.S.-registered airplanes), it would take approximately 622 
work hours per airplane to accomplish the proposed activation 
installation of an additional thrust reverser locking system, at an 
average labor rate of $60 per work hour. Required parts would cost 
approximately $236,000 per airplane. Based on these figures, the cost 
impact of this proposed installation on U.S. operators is estimated to 
be $77,622,880, or $273,320 per airplane.
    For airplanes on which Middle River Aircraft Systems activation 
installation drawing 537L68230 or 537L68232 is accomplished (284 U.S.-
registered airplanes), it would take 32 work hours per airplane to 
accomplish the proposed activation installation of the 
electromechanical locking system for the thrust reversers, at an 
average labor rate of $60 per work hour. Required parts would cost 
approximately $252,856 per airplane. Based on these figures, the cost 
impact of this proposed installation on U.S. operators is estimated to 
be $72,356,384, or $254,776 per airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the proposed 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 proposed herein 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. Therefore, it 
is determined that this proposal would not have federalism implications 
under Executive Order 13132.
    For the reasons discussed above, I certify that 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) if promulgated, 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 copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

McDonnell Douglas: Docket 2000-NM-69-AD.
    Applicability: All Model DC-10 series airplanes and KC-10A and 
KDC-10 (military) airplanes, 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 (d) 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.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent unwanted deployment of a thrust reverser, which could 
significantly jeopardize continued safety of flight and landing of 
the airplane, accomplish the following:

Thrust Reverser System Modifications

    (a) For all airplanes: Within 18 months or 12,000 flight hours 
after the effective date of this AD, whichever occurs first, modify 
the position indicator light system for each thrust reverser in 
accordance with Part 3 of the Accomplishment Instructions in 
McDonnell Douglas Service Bulletin DC10-78-060, dated December 17, 
1999. Prior to or concurrent with accomplishment of the service 
bulletin, install the thrust reverser interlocks as specified in 
McDonnell Douglas DC-10 Service Bulletin 78-40, Revision 1, dated 
July 24, 1979, and accomplish the requirements in paragraph (a)(1) 
or (a)(2) of this AD, as applicable. The requirements of this 
paragraph must be accomplished prior to or concurrent with the 
requirements of paragraph (b) or (c) of this AD, as applicable.
    (1) For General Electric (GE)-powered airplanes: Modify the 
overpressure shutoff valve light circuits in accordance with 
McDonnell Douglas DC-10 Service Bulletin 78-7, Revision 1, dated 
April 17, 1975.
    (2) For Pratt and Whitney-powered airplanes: Modify the left and 
right thrust reverser wire harnesses in accordance with Rohr 
Incorporated Service Bulletin MDC-CNS 78-41, dated June 11, 1999.
    (b) For Model DC-10-10, -10F, -15, -30, and -30F series 
airplanes; and KC-10A and KDC-10 (military) airplanes; listed in 
McDonnell Douglas Service Bulletin DC10-78-061, dated February 9, 
2000: Within 5 years after the effective date of this AD, accomplish 
the thrust reverser wiring modification on each engine in accordance 
with Part 3 of the Accomplishment Instructions in the service 
bulletin. Concurrent with accomplishment of this service bulletin, 
accomplish Middle River Aircraft Systems provisional installation 
drawing 537L68229 (for CF6-50-powered airplanes) or 537L68231 (for 
CF6-6-powered airplanes), as applicable.
    (c) For Model DC-10-10, -10F, -15, -30, and -30F series 
airplanes; and KC-10A and KDC-10 (military) airplanes; listed in 
McDonnell Douglas Service Bulletin DC10-78-062, dated February 14, 
2000: Within 5 years after the effective date of this AD, install an 
additional locking system on each thrust reverser in accordance with 
Part 3 of the Accomplishment Instructions in the service bulletin. 
Concurrent with accomplishment of this service bulletin, accomplish 
Middle River Aircraft Systems provisional installation drawing 
537L68230 (for CF6-50-powered airplanes) or 537L68232 (for CF6-6-
powered airplanes), as applicable.

Alternative Methods of Compliance

    (d) 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.

Special Flight Permit

    (e) 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.


[[Page 24897]]


Issued in Renton, Washington, on April 24, 2000.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-10669 Filed 4-27-00; 8:45 am]
BILLING CODE 4910-13-P