[Federal Register Volume 65, Number 86 (Wednesday, May 3, 2000)]
[Rules and Regulations]
[Pages 25627-25629]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-10674]


=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-338-AD; Amendment 39-11709; AD 2000-09-01]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-8 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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

SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain McDonnell Douglas Model DC-8 series 
airplanes, that currently requires a revision to the Airplane Flight 
Manual Supplement to ensure that the main deck cargo door is closed, 
latched, and locked; repetitive inspections of the wire bundle and door 
latch rollers to detect damage; and repair or replacement of damaged 
components. This amendment requires, among other actions, modification 
of the indication and hydraulic systems of the main deck cargo door, 
and installation of a means to prevent pressurization to an unsafe 
level if the main deck cargo door is not closed, latched, and locked. 
This amendment is prompted by the FAA's determination that certain main 
deck cargo door systems do not provide an adequate level of safety; the 
latching and locking mechanisms are not of adequate design to prevent 
structural deformation in the event of component jamming; and that 
there is an absence of a means to prevent pressurization to an unsafe 
level if the main deck cargo door is not closed, latched, and locked. 
The actions specified by this AD are intended to prevent opening of the 
cargo door while the airplane is in flight, and consequent rapid 
decompression of the airplane including possible loss of the door, 
flight control, or severe structural damage.

DATES: Effective June 7, 2000.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of June 7, 2000.

ADDRESSES: The service information referenced in this AD may be 
obtained from National Aircraft Service, Inc. (NASI), 9133 Tecumseh-
Clinton Road, Tecumseh, MI 49286. 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, Transport Airplane Directorate, Los Angeles Aircraft 
Certification Office, 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: Michael E. O'Neil, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Transport Airplane Directorate, Los 
Angeles Aircraft Certification Office, 3960 Paramount Boulevard, 
Lakewood, California 90712-4137; telephone (562) 627-5320; fax (562) 
627-5210.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
    Aviation Regulations (14 CFR part 39) by superseding AD 93-20-02, 
amendment 39-8709 (58 FR 53635, October 18, 1993), which is applicable 
to certain McDonnell Douglas Model DC-8 series airplanes, was published 
in the Federal Register on December 22, 1999 (64 FR 71689). The action 
proposed to continue to require a revision to the Airplane Flight 
Manual Supplement (AFMS) to ensure that the main deck cargo door is 
closed, latched, and locked; repetitive inspections of the wire bundle 
and door latch rollers to detect damage; and repair or replacement of 
damaged components. The action also proposed to require, among other 
actions, modification of the indication and hydraulic systems of the 
main deck cargo door, and installation of a means to prevent 
pressurization to an unsafe level if the main deck cargo door is not 
closed, latched, and locked.

Comment Received

    Interested persons have been afforded an opportunity to participate 
in the

[[Page 25628]]

making of this amendment. Due consideration has been given to the 
comment received.

Revise Alternative Method of Compliance (AMOC) Paragraph

    One commenter requests that the proposed AD be revised to include a 
statement that any AMOC approved previously in accordance with AD 93-
20-02 is acceptable for compliance with paragraph (b) of this AD. The 
commenter states that it has received FAA approval of an AMOC to 
paragraph (a) of AD 93-20-02 for an installation of a door warning 
system that includes an Airplane Flight Manual Supplement (AFMS) other 
than that approved for STC SA1802SO.
    The FAA concurs. AMOC approvals to paragraph (a) or (b) of AD 93-
20-02 continue to apply to paragraphs (a) and (b) of this final rule, 
respectively. Therefore, the FAA has revised paragraph (g) of the final 
rule accordingly. However, operators that received AMOC's to AD 93-20-
02 must still comply with the requirements of paragraphs (c), (d), and 
(e) of this AD.

Conclusion

    After careful review of the available data, including the comment 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the change previously 
described. The FAA has determined that this change will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Cost Impact

    There are approximately 32 Model DC-8 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 29 
airplanes of U.S. registry will be affected by this AD.
    The actions that are currently required by AD 93-20-02, and 
retained is this AD, take approximately 1 work hour per airplane to 
accomplish, at an average labor rate of $60 per work hour. Based on 
these figures, the cost impact of the currently required actions on 
U.S. operators is estimated to be $1,740, or $60 per airplane, per 
inspection cycle.
    It will take 1 work hour per airplane to accomplish the new 
replacement of circuit breakers, at an average labor rate of $60 per 
work hour. Required parts will cost approximately $265 per airplane. 
Based on these figures, the cost impact of this new replacement 
required by this AD on U.S. operators is estimated to be $9,425, or 
$325 per airplane.
    It will take 80 work hours per airplane to accomplish the new 
modification of the hydraulic systems, at an average labor rate of $60 
per work hour. Required parts will cost approximately $20,000 per 
airplane. Based on these figures, the cost impact of this new 
modification required by this AD on U.S. operators is estimated to be 
$719,200, or $24,800 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 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 final rule does not have federalism 
implications under Executive Order 13132.
    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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing amendment 39-8709 (58 FR 
53635, October 18, 1993), and by adding a new airworthiness directive 
(AD), amendment 39-11709, to read as follows:

2000-09-01 McDonnell Douglas:
    Amendment 39-11709. Docket 99-NM-338-AD. Supersedes AD 93-20-02, 
Amendment 39-8709.

    Applicability: Model DC-8 series airplanes that have been 
converted from a passenger to a cargo-carrying (``freighter'') 
configuration in accordance with Supplemental Type Certificate (STC) 
SA1802SO or SA421NW; certificated in any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise 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 (g) 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 opening of the cargo door while the airplane is in 
flight, and consequent rapid decompression of the airplane including 
possible loss of the door, flight control, or severe structural 
damage, accomplish the following:

Restatement of Requirements of AD 93-20-02

Actions Addressing the Main Deck Cargo Door

    (a) Within 7 days after January 21, 1992 (the effective date of 
AD 92-02-05, amendment 39-8141), and thereafter at intervals not to 
exceed 100 hours time-in-service, perform the following inspections:
    (1) Inspect the cargo door wire bundle between the exit point of 
the cargo liner and the attachment point on the cargo door to detect 
crimped, frayed, or chafed wires; and inspect for damaged, loose, or 
missing hardware mounting components. Prior to further flight, 
repair any damaged wiring or hardware mounting components in 
accordance with FAA-approved maintenance procedures.
    (2) Inspect the cargo door latch rollers in the lower sill of 
the cargo door opening of the airplane to ensure that all twelve 
rollers can be freely rotated by hand. Prior to further flight, 
replace any discrepant roller components found, and repair any 
rollers that cannot be rotated freely by hand, in accordance with 
FAA-approved maintenance procedures.
    (b) Within 7 days after November 17, 1993 (the effective date of 
AD 93-20-02, amendment 39-8709), revise the Limitations Section of 
the appropriate FAA-approved Airplane Flight Manual Supplement 
(AFMS) by replacing item 5 in the AFMS for SA1802SO, and item 6 in 
the AFMS for

[[Page 25629]]

SA421NW, with the following. (This may be accomplished by inserting 
a copy of this AD into the AFMS.)
    ``Prior to initiating the cargo door closing sequence, a flight 
crew member must verify that the cargo door warning light is 
illuminated. After the door closing sequence is complete, and visual 
verification has been made that the latches are closed and the 
lockpins are properly engaged, a flight crew member must verify that 
the cargo door warning light is extinguished, and then conduct a 
PRESS-TO-TEST of the warning light to ensure that the light is 
operational. Pull the cargo door circuit breakers labeled ``pump'' 
and ``valve'' prior to takeoff. Methods for documentation of 
compliance with the preceding procedures must be approved by the FAA 
Principal Maintenance Inspector (PMI).''

New Requirements of This AD

Actions Addressing the Main Deck Cargo Door Powered Lock Systems

    (c) Except as provided by paragraph (f) of this AD, within 30 
days after the effective date of this AD, unless previously 
accomplished within the last 18 months prior to the effective date 
of this AD, replace the circuit breakers of the main deck cargo door 
labeled ``pump'' and ``valve'' with new circuit breakers.

Actions Addressing the Main Deck Cargo Door Hydraulic Systems

    (d) Within 18 months after the effective date of this AD, modify 
the mechanical and hydraulic systems of the main deck cargo door, in 
accordance with National Aircraft Service, Inc. (NASI) Service 
Bulletin SB-99-01, Revision A, dated October 15, 1999.

Actions Addressing the Main Deck Cargo Door Indication System

    (e) Within 18 months after the effective date of this AD, modify 
the indication system of the main deck cargo door to indicate to the 
pilots whether the main deck cargo door is closed, latched, and 
locked; install a means to visually inspect the locking mechanism of 
the main deck cargo door; install a means to remove power to the 
door while the airplane is in flight; and install a means to prevent 
pressurization to an unsafe level if the main deck cargo door is not 
closed, latched, and locked; in accordance with a method approved by 
the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, 
Transport Airplane Directorate.

    Note 2: Installation of NASI Vent Door System STC ST01116CH, is 
an approved means of compliance with the requirements of paragraph 
(e) of this AD.

    (f) Compliance with both paragraphs (d) and (e) of this AD 
constitutes terminating action for the requirements of both 
paragraphs (a) and (b) of this AD, and the AFMS revision required by 
paragraph (b) of this AD may be removed. Compliance with paragraph 
(e) of this AD within 30 days after the effective date of this AD 
eliminates the requirement to comply with paragraph (c) of this AD.

Alternative Methods of Compliance

    (g)(1) 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 3: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Los Angeles ACO.

    (2) Alternative methods of compliance to paragraph (a) of AD 93-
20-02, amendment 39-8709, approved previously in accordance with 
that AD, are approved as alternative methods of compliance with only 
paragraph (a) of this AD.
    (3) Alternative methods of compliance to paragraph (b) of AD 93-
20-02, amendment 39-8709, approved previously in accordance with 
that AD, are approved as alternative methods of compliance with only 
paragraph (b) of this AD.

Special Flight Permits

    (h) Special flight permits may be issued in accordance with 
Secs. 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.

Incorporation by Reference

    (i) The modification required by paragraph (d) of this AD shall 
be done in accordance with National Aircraft Service, Inc. (NASI) 
Service Bulletin SB-99-01, Revision A, dated October 15, 1999. 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 National Aircraft Service, Inc. 
(NASI), 9133 Tecumseh-Clinton Road, Tecumseh, MI 49286. Copies may 
be inspected 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; or at the Office of the 
Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.
    (j) This amendment becomes effective on June 7, 2000.

Appendix 1

    Excerpt from an FAA Memorandum to Director-Airworthiness and 
Technical Standards of ATA, dated March 20, 1992.
    ``(1) Indication System:
    (a) The indication system must monitor the closed, latched, and 
locked positions, directly.
    (b) The indicator should be amber unless it concerns an outward 
opening door whose opening during takeoff could present an immediate 
hazard to the airplane. In that case the indicator must be red and 
located in plain view in front of the pilots. An aural warning is 
also advisable. A display on the master caution/warning system is 
also acceptable as an indicator. For the purpose of complying with 
this paragraph, an immediate hazard is defined as significant 
reduction in controllability, structural damage, or impact with 
other structures, engines, or controls.
    (c) Loss of indication or a false indication of a closed, 
latched, and locked condition must be improbable.
    (d) A warning indication must be provided at the door operators 
station that monitors the door latched and locked conditions 
directly, unless the operator has a visual indication that the door 
is fully closed and locked. For example, a vent door that monitors 
the door locks and can be seen from the operators station would meet 
this requirement.
    (2) Means to Visually Inspect the Locking Mechanism:
    There must be a visual means of directly inspecting the locks. 
Where all locks are tied to a common lock shaft, a means of 
inspecting the locks at each end may be sufficient to meet this 
requirement provided no failure condition in the lock shaft would go 
undetected when viewing the end locks. Viewing latches may be used 
as an alternate to viewing locks on some installations where there 
are other compensating features.
    (3) Means to Prevent Pressurization:
    All doors must have provisions to prevent initiation of 
pressurization of the airplane to an unsafe level, if the door is 
not fully closed, latched and locked.
    (4) Lock Strength:
    Locks must be designed to withstand the maximum output power of 
the actuators and maximum expected manual operating forces treated 
as a limit load. Under these conditions, the door must remain 
closed, latched and locked.
    (5) Power Availability:
    All power to the door must be removed in flight and it must not 
be possible for the flight crew to restore power to the door while 
in flight.
    (6) Powered Lock Systems:
    For doors that have powered lock systems, it must be shown by 
safety analysis that inadvertent opening of the door after it is 
fully closed, latched and locked, is extremely improbable.''

    Issued in Renton, Washington, on April 24, 2000.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-10674 Filed 5-2-00; 8:45 am]
BILLING CODE 4910-13-U