[Federal Register Volume 65, Number 145 (Thursday, July 27, 2000)]
[Proposed Rules]
[Pages 46206-46209]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-18395]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-31-AD]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model MD-11 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the supersedure of an existing 
airworthiness directive (AD), applicable to certain McDonnell Douglas 
Model MD-11 series airplanes, that currently requires a one-time 
inspection to detect discrepancies at certain areas around the entry 
light connector of the sliding ceiling panel above the forward 
passenger doors, and repair, if necessary. For certain airplanes, that 
AD also requires installation or modification of a flapper door ramp 
deflector on the forward entry drop ceiling structure. For certain 
other airplanes, that AD requires inspection of the wire assembly 
support installation for evidence of chafing, and corrective actions, 
if necessary. For certain airplanes subject to the existing AD, as well 
as additional airplanes being added to the applicability of this 
proposed AD, this action would add a requirement for modification of a 
support bracket for the ramp deflector assembly. This action is 
necessary to prevent chafing of electrical wire assemblies above the 
forward passenger doors, which could result in an electrical fire in 
the passenger compartment. This action is intended to address the 
identified unsafe condition.

DATES: Comments must be received by September 11, 2000.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2000-NM-

[[Page 46207]]

31-AD, 1601 Lind Avenue, SW., Renton, Washington 98055-4056. Comments 
may be inspected at this location between 9 a.m. and 3 p.m., Monday 
through Friday, except Federal holidays. Comments may be submitted via 
fax to (425) 227-1232. Comments may also be sent via the Internet using 
the following address: [email protected]. Comments sent via fax 
or the Internet must contain ``Docket No. 2000-NM-31-AD'' in the 
subject line and need not be submitted in triplicate. Comments sent via 
the Internet as attached electronic files must be formatted in 
Microsoft Word 97 for Windows or ASCII text.
    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.

FOR FURTHER INFORMATION CONTACT: Brett Portwood, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130L, FAA, Transport Airplane 
Directorate, Los Angeles Aircraft Certification Office, 3960 Paramount 
Boulevard, Lakewood, California 90712-4137; telephone (562) 627-5350; 
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.
    Submit comments using the following format:
     Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
     For each issue, state what specific change to the proposed 
AD is being requested.
     Include justification (e.g., reasons or data) for each 
request.
    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-31-AD.'' The postcard will be date stamped and 
returned to the commenter.

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-31-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    On February 10, 2000, the FAA issued AD 2000-03-10, amendment 39-
11569 (65 FR 8034, February 17, 2000), applicable to certain McDonnell 
Douglas MD-11 series airplanes, to require a one-time inspection to 
detect discrepancies at certain areas around the entry light connector 
of the sliding ceiling panel above the forward passenger doors, and 
repair, if necessary. For certain airplanes, that AD also requires 
installation or modification of a flapper door ramp deflector on the 
forward entry drop ceiling structure. For certain other airplanes, that 
AD requires inspection of the wire assembly support installation for 
evidence of chafing, and corrective actions, if necessary. That action 
was prompted by a report indicating that damaged electrical wires were 
found above the forward passenger doors due to flapper panels moving 
inboard and chafing the electrical wire assemblies of this area. The 
requirements of that AD are intended to prevent such chafing, which 
could result in an electrical fire in the passenger compartment.
    The incident that prompted AD 2000-03-10 is not considered to be 
related to an accident that occurred off the coast of Nova Scotia 
involving a McDonnell Douglas Model MD-11 series airplane. The cause of 
that accident is still under investigation.

Other Related Rulemaking

    The FAA, in conjunction with Boeing and operators of Model MD-11 
series airplanes, is continuing to review all aspects of the service 
history of those airplanes to identify potential unsafe conditions and 
to take appropriate corrective actions. This proposed airworthiness 
directive (AD) is one of a series of actions identified during that 
process. The process is continuing and the FAA may consider additional 
rulemaking actions as further results of the review become available.

Actions Since Issuance of Previous Rule

    In the preamble to AD 2000-03-10, the FAA indicated that the 
actions required by that AD were considered ``interim action'' and that 
further rulemaking action was being considered. The FAA now has 
determined that further rulemaking action is indeed necessary, and this 
proposed AD follows from that determination.
    Since the issuance of AD 2000-03-10, the FAA has received a report 
indicating that, on certain airplanes, a support bracket for the ramp 
deflector assembly installed in accordance with the existing AD could 
chafe an electrical wire bundle located above the support bracket. In 
order to prevent such chafing, the FAA finds that it is necessary to 
require modification of the subject support bracket. In addition, the 
FAA has determined that this modification is necessary not only for 
certain airplanes subject to the existing AD, but also for certain 
additional airplanes that were delivered without modification of the 
subject support bracket.

Explanation of Relevant Service Information

    The FAA has reviewed and approved McDonnell Douglas Alert Service 
Bulletin MD11-25A194, Revision 06, dated January 27, 2000. That alert 
service bulletin describes procedures for installation of a ramp 
deflector assembly similar to those described in McDonnell Douglas 
Alert Service Bulletin MD11-25A194, Revision 05, dated June 21, 1999, 
which was referenced as an appropriate source of service information 
for certain actions required by the existing AD. However, Revision 06 
of the alert service bulletin describes new procedures, applicable to 
certain airplanes, for modifying a support bracket on the ramp 
deflector assembly on the right-side forward entry drop ceiling 
structure. In addition to airplanes listed in Revision 05 of the alert 
service bulletin, Revision 06 lists several additional airplanes on 
which this modification of the support bracket is necessary. 
Accomplishment of the actions specified in Revision 06 of the alert 
service bulletin is intended to

[[Page 46208]]

adequately address the identified unsafe condition.

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 supersede AD 2000-03-10 to continue to require a one-
time inspection to detect discrepancies at certain areas around the 
entry light connector of the sliding ceiling panel above the forward 
passenger doors, and repair, if necessary. For certain airplanes, the 
proposed AD would also continue to require installation or modification 
of a flapper door ramp deflector on the forward entry drop ceiling 
structure, and, for certain other airplanes, inspection of the wire 
assembly support installation for evidence of chafing, and corrective 
actions, if necessary. For certain airplanes subject to the existing 
AD, as well as additional airplanes being added to the applicability of 
this proposed AD, this proposed AD would require modification of a 
support bracket for the ramp deflector assembly. The actions would be 
required to be accomplished in accordance with the alert service 
bulletin described previously.

Explanation of Change to ``Cost Impact'' Section

    Since the issuance of AD 2000-03-10, the FAA has determined that 
fewer airplanes are affected by the requirements of that AD than was 
stated in the ``Cost Impact'' section in that AD. Therefore, though 
this proposed AD would add airplanes to the applicability of the 
existing AD, the number of affected airplanes stated in the ``Cost 
Impact'' section is lower than stated in the existing AD. The cost 
figures contained in the ``Cost Impact'' section of this AD have been 
revised accordingly.

Cost Impact

    There are approximately 110 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that 21 airplanes of U.S. registry 
would be affected by this proposed AD.
    The inspection to detect discrepancies around the entry light 
connector of the slide ceiling panel above the forward passenger doors 
that is currently required by AD 2000-03-10 takes approximately 2 work 
hours per airplane to accomplish, at an average labor rate of $60 per 
work hour. Based on these figures, the cost impact of this currently 
required inspection on U.S. operators is estimated to be $2,520, or 
$120 per airplane.
    For Group 1 airplanes as specified in McDonnell Douglas Alert 
Service Bulletin MD11-25A194, Revision 06 (approximately 16 airplanes 
of U.S. registry), the installation of the flapper door ramp deflector 
that is currently required by AD 2000-03-10 takes approximately 8 work 
hours per airplane to accomplish, at an average labor rate of $60 per 
work hour. Required parts cost approximately $455 per airplane. Based 
on these figures, the cost impact of this currently required 
installation on U.S. operators of Group 1 airplanes is estimated to be 
$14,960, or $935 per airplane.
    For Group 2 airplanes as specified in McDonnell Douglas Alert 
Service Bulletin MD11-25A194, Revision 06 (approximately 8 airplanes of 
U.S. registry), the installation of the flapper door ramp deflector 
that is currently required by AD 2000-03-10 takes approximately 8 work 
hours per airplane to accomplish, at an average labor rate of $60 per 
work hour. Required parts cost approximately $890 per airplane. Based 
on these figures, the cost impact of this currently required 
installation on U.S. operators of Group 2 airplanes is estimated to be 
$10,960, or $1,370 per airplane.
    For airplanes listed in McDonnell Douglas Alert Service Bulletin 
MD11-24A068, Revision 01, dated March 8, 1999 (approximately 21 
airplanes of U.S. registry), the inspection of the wire assembly 
support installation that is currently required by AD 2000-03-10 takes 
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 this currently required inspection on U.S. operators is 
estimated to be $1,260, or $60 per airplane.
    For airplanes in Groups 1 and 3 as specified in McDonnell Douglas 
Alert Service Bulletin MD11-25A194, Revision 06 (approximately 18 
airplanes of U.S. registry), the new modification that is proposed in 
this AD action would take approximately 2 work hours per airplane to 
accomplish, at an average labor rate of $60 per work hour. Based on 
these figures, the cost impact of this proposed modification on U.S. 
operators is estimated to be $2,160, or $120 per airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the current or proposed 
requirements of this AD action, and that no operator would accomplish 
those actions in the future if this AD were not adopted. The cost 
impact figures discussed in AD rulemaking actions represent only the 
time necessary to perform the specific actions actually required by the 
AD. These figures typically do not include incidental costs, such as 
the time required to gain access and close up, planning time, or time 
necessitated by other administrative actions.

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 removing amendment 39-11569 (65 FR 
8034, February 17, 2000), and by adding a new airworthiness directive 
(AD), to read as follows:

McDonnell Douglas: Docket 2000-NM-31-AD. Supersedes AD 2000-03-10, 
Amendment 39-11569.

    Applicability: Model MD-11 series airplanes; as listed in 
McDonnell Douglas

[[Page 46209]]

Alert Service Bulletin MD11-25A194, Revision 06, dated January 27, 
2000; and MD11-24A068, Revision 01, dated March 8, 1999; 
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 (f) 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.

Restatement of the Requirements of AD 2000-03-10: Detailed Visual 
Inspection

    (a) For airplanes listed in McDonnell Douglas Alert Service 
Bulletins MD11-25A194, Revision 05, dated June 21, 1999, and MD11-
24A068, Revision 01, dated March 8, 1999: Within 10 days after 
December 28, 1998 (the effective date of AD 98-25-11 R1, amendment 
39-10988), perform a detailed visual inspection of the aircraft 
wiring to detect discrepancies that include but are not limited to 
frayed, chafed, or nicked wires and wire insulation in the areas 
specified in paragraphs (a)(1) and (a)(2) of this AD.

    Note 2: For the purposes of this AD, a detailed visual 
inspection is defined as: ``An intensive visual examination of a 
specific structural area, system, installation, or assembly to 
detect damage, failure, or irregularity. Available lighting is 
normally supplemented with a direct source of good lighting at 
intensity deemed appropriate by the inspector. Inspection aids such 
as mirror, magnifying lenses, etc., may be used. Surface cleaning 
and elaborate access procedures may be required.''

    (1) At the area of the forward drop ceiling just outboard of mod 
block S3-735, and forward and inboard of the light ballast for the 
entry light on the sliding ceiling panel above the forward left 
passenger door (1L) at station location x = 24.75, y = 435, and z = 
64.5.
    (2) At the area above the forward right passenger door (1R) at 
station location x = -30, y = 430, and z = 70 in the ramp deflector 
assembly part number 4223570-501.

Corrective Action

    (b) If any discrepancy is detected during the visual inspection 
required by paragraph (a) of this AD, prior to further flight, 
repair in accordance with Chapter 20, Standard Wiring Practices of 
the MD-11 Wiring Diagram Manual, dated January 1, 1998, or April 1, 
1998.

Inspection, Installation, and Modification

    (c) For airplanes listed in McDonnell Douglas Alert Service 
Bulletin
    MD11-25A194, Revision 05, dated June 21, 1999; or MD11-24A068, 
Revision 01, dated March 8, 1999: Within 6 months after March 23, 
2000 (the effective date of AD 2000-03-10, amendment 39-11569), 
accomplish the actions specified in paragraphs (c)(1), (c)(2), 
(c)(3), and (c)(4) of this AD, as applicable.
    (1) For Group 1 airplanes listed in McDonnell Douglas Alert 
Service Bulletin MD11-25A194, Revision 05, dated June 21, 1999: 
Install a ramp deflector assembly on the right side forward entry 
drop ceiling structure in accordance with McDonnell Douglas Alert 
Service Bulletin MD11-25A194, Revision 05, dated June 21, 1999; or 
McDonnell Douglas Alert Service Bulletin MD11-25A194, Revision 06, 
dated January 27, 2000. After the effective date of this AD, only 
Revision 06 of the alert service bulletin shall be used.
    (2) For Group 2 airplanes listed in McDonnell Douglas Alert 
Service Bulletin MD11-25A194, Revision 05, dated June 21, 1999: 
Install a ramp deflector assembly on the right side forward entry 
drop ceiling structure in accordance with McDonnell Douglas Alert 
Service Bulletin MD11-25A194, Revision 05, dated June 21, 1999; or 
McDonnell Douglas Alert Service Bulletin MD11-25A194, Revision 06, 
dated January 27, 2000. After the effective date of this AD, only 
Revision 06 of the alert service bulletin shall be used.

    Note 3: Installation of a ramp deflector assembly in accordance 
with McDonnell Douglas Service Bulletin MD11-25-194, dated March 15, 
1996; Revision 01, dated May 1, 1996; Revision 02, dated July 12, 
1996; Revision 03, dated December 12, 1996; or Revision 04, dated 
March 8, 1999, is acceptable for compliance with the requirements of 
paragraph (c)(2) of this AD.

    (3) For Group 3 airplanes listed in McDonnell Douglas Alert 
Service Bulletin MD11-25A194, Revision 05, dated June 21, 1999: 
Modify the previously installed ramp deflector assembly bracket in 
accordance with McDonnell Douglas Alert Service Bulletin MD11-
25A194, Revision 05, dated June 21, 1999; or McDonnell Douglas Alert 
Service Bulletin MD11-25A194, Revision 06, dated January 27, 2000. 
After the effective date of this AD, only Revision 06 of the alert 
service bulletin shall be used.
    (4) For airplanes listed in McDonnell Douglas Alert Service 
Bulletin MD11-24A068, Revision 01, dated March 8, 1999: Perform a 
general visual inspection of the wire assembly support installation 
for evidence of chafing, in accordance with the service bulletin. If 
any chafing is detected, prior to further flight, repair or replace 
any discrepant part with a new part in accordance with the service 
bulletin.

    Note 4: For the purposes of this AD, a general visual inspection 
is defined as ``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 under normally 
available lighting conditions such as daylight, hangar lighting, 
flashlight, or drop-light, 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 check.''

New Requirements of This AD

One-Time Inspection

    (d) For airplanes other than those identified in paragraph (a) 
of this AD: Within 10 days after the effective date of this AD, 
perform a detailed visual inspection of the aircraft wiring to 
detect discrepancies that include but are not limited to frayed, 
chafed, or nicked wires and wire insulation in the areas specified 
in paragraphs (a)(1) and (a)(2) of this AD. If any discrepancy is 
found, prior to further flight, repair in accordance with the 
requirements of paragraph (b) of this AD.

    Note 5: Accomplishment of the inspection required by paragraph 
(a) of AD 98-25-11 R1, amendment 39-10988, prior to the effective 
date of this AD is acceptable for compliance with paragraph (d) of 
this AD.

Modification

    (e) For airplanes listed in Group 3 of McDonnell Douglas Alert 
Service
    Bulletin MD11-25A194, Revision 06, dated January 27, 2000: 
Within 6 months after the effective date of this AD, modify the ramp 
deflector assembly support bracket on the right side forward entry 
door drop ceiling structure, in accordance with McDonnell Douglas 
Alert Service Bulletin MD11-25A194, Revision 06, dated January 27, 
2000.

Alternative Methods of Compliance

    (f) 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 6: 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 Permits

    (g) 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.

    Issued in Renton, Washington, on July 14, 2000.
John J. Hickey,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-18395 Filed 7-26-00; 8:45 am]
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