[Federal Register Volume 66, Number 141 (Monday, July 23, 2001)]
[Proposed Rules]
[Pages 38188-38191]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-17593]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-96-AD]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-10 Series 
Airplanes, and Model MD-10-10F and -30F 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 all McDonnell Douglas Model 
DC-10 series airplanes, that currently requires a one-time detailed 
visual inspection to determine if wire segments of the wire bundle 
routed through the feed through on the aft side of the flight 
engineer's station are damaged or chafed, and corrective actions, if 
necessary. This action also would require revising the wire bundle 
support clamp installation at the flight engineer's station. This 
action is necessary to prevent chafing of the wire bundle located 
behind the flight engineer's panel caused by the wire bundle coming in 
contact with the lower edge of the feed through and consequent 
electrical arcing, which could result in smoke and fire in the cockpit. 
This action is intended to address the identified unsafe condition.

DATES: Comments must be received by September 6, 2001.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2001-NM-96-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. 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. 2001-NM-96-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: Data 
and Service Management, Dept. C1-L5A (D800-0024). This information may 
be examined at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT: Natalie Phan-Tran, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130L, FAA, Los Angeles Aircraft 
Certification Office, 3960 Paramount Boulevard, Lakewood, California 
90712-4137; telephone (562) 627-5343; 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 action 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 action must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2001-NM-96-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. 2001-NM-96-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Background

    In July 1996, a Boeing Model 747 series airplane was involved in an 
accident. As part of re-examining all aspects of the service experience 
of the airplane involved in the accident, the FAA participated in 
design review and testing to determine possible sources of

[[Page 38189]]

ignition in center fuel tanks. As part of the review, we examined fuel 
system wiring with regard to the possible effects that wire degradation 
may have on arc propagation.
    In 1997 in a parallel preceding, at the recommendation of the White 
House Commission on Aviation Safety and Security, the FAA expanded its 
Aging Transport Program to include non-structural systems and assembled 
a team for evaluating these systems. This team performed visual 
inspections of certain transport category airplanes for which 20 years 
or more had passed since date of manufacture. In addition, the team 
gathered information from interviews with FAA Principal Maintenance 
Inspectors and meetings with representatives of airplane manufacturers. 
This evaluation revealed that the length of time in service is not the 
only cause of wire degradation; inadequate maintenance, contamination, 
improper repair, and mechanical damage are all contributing factors. 
From the compilation of this comprehensive information, we developed 
the Aging Transport Non-Structural Systems Plan to increase airplane 
safety by increasing knowledge of how non-structural systems degrade 
and how causes of degradation can be reduced.
    In 1998, an accident occurred off the coast of Nova Scotia 
involving a McDonnell Douglas Model MD-11 series airplane. 
Investigation indicates that a fire broke out in the cockpit and first 
class overhead area. Although the ignition source of the fire has not 
been determined, the FAA, in conjunction with Boeing and operators of 
Model MD-11, DC-8, DC-9, DC-10, and DC-9-80 series airplanes, is 
reviewing all aspects of the service history of those airplanes to 
identify potential unsafe conditions associated with wire degradation 
due to various contributing factors (e.g., inadequate maintenance, 
contamination, improper repair, and mechanical damage) and to take 
appropriate corrective actions. We have issued a series of 
airworthiness directives (AD) that address unsafe conditions identified 
during that process. This process is continuing and we may consider 
additional rulemaking actions as further results of the review become 
available. The cause of the Nova Scotia MD-11 accident has not yet been 
determined.
    In 1999, the FAA Administrator established a formal advisory 
committee to facilitate the implementation of the Aging Transport Non-
Structural Systems Plan. This committee, the Aging Transport Systems 
Rulemaking Advisory Committee (ATSRAC), is made up of representatives 
of airplane manufacturers, operators, user groups, aerospace and 
industry associations, and government agencies. As part of its mandate, 
ATSRAC will recommend rulemaking to increase transport category 
airplane safety in cases where solutions to safety problems connected 
to aging systems have been found and must be applied. Detailed analyses 
of certain transport category airplanes that have been removed from 
service, studies of service bulletins pertaining to certain wiring 
systems, and reviews of previously issued ADs requiring repetitive 
inspections of certain wiring systems, have resulted in valuable 
information on the cause and prevention of wire degradation due to 
various contributing factors (e.g., inadequate maintenance, 
contamination, improper repair, and mechanical damage).
    In summary, as a result of the investigations described above, the 
FAA has determined that corrective action may be necessary to minimize 
the potential hazards associated with wire degradation and related 
causal factors (e.g., inadequate maintenance, contamination, improper 
repair, and mechanical damage).

Issuance of AD 2000-10-03

    On May 8, 2000, the FAA issued AD 2000-10-03, amendment 39-11727 
(65 FR 31253, May 17, 2000), applicable to all McDonnell Douglas Model 
DC-10 series airplanes, to require a one-time detailed visual 
inspection to determine if wire segments of the wire bundle routed 
through the feed through on the aft side of the flight engineer's 
station are damaged or chafed, and corrective actions, if necessary. 
That action was prompted by a report of smoke coming out of the flight 
engineer's upper right circuit breaker panel, which was followed by 
circuit breakers popping and the panel lights going out. The 
requirements of that AD are intended to prevent chafing of the wire 
bundle located behind the flight engineer's panel caused by the wire 
bundle coming in contact with the lower edge of the feed through and 
consequent electrical arcing, which could result in smoke and fire in 
the cockpit.

Actions Since Issuance of Previous AD

    Since the issuance of AD 2000-10-03, the FAA has determined that 
the revision of the wire bundle support clamp installation required by 
that AD for certain airplanes does not adequately address the 
identified unsafe condition. The airplane manufacturer has developed, 
and we have approved, a new, improved support bracket that provides for 
a more reliable installation and minimizes the possibility of wire 
failure due to chafing. In addition, we have determined that all 
affected airplanes must incorporate this new, improved support bracket 
to adequately address the identified unsafe condition of this AD.

Explanation of Relevant Service Information

    The FAA has reviewed and approved Boeing Alert Service Bulletin 
DC10-24A149, Revision 02, dated April 5, 2001. The inspection and 
repair procedures described in this revision are identical to those 
described in Revision 01 of the service bulletin (which was referenced 
in AD 2000-10-03 as the appropriate source of service information). 
Revision 02 describes new procedures for revising the wire bundle 
support clamp installation at the flight engineer's station. The 
revision of this installation involves replacing the support bracket 
with a new bracket; filling two holes in partition; installing two 
inserts; installing a grommet; and installing a new support bracket; as 
applicable. Accomplishment of the actions specified in the alert 
service bulletin is intended to 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 2000-10-03 to continue to require a one-
time detailed visual inspection to determine if wire segments of the 
wire bundle routed through the feed through on the aft side of the 
flight engineer's station are damaged or chafed, and repair, if 
necessary. This action also would require the revision of the wire 
bundle support clamp installation specified in the alert service 
bulletin described previously.

Explanation of Change to the Applicability of AD 2000-10-03

    On May 9, 2000 (i.e., after issuance of AD 2000-10-03), the FAA 
issued a Type Certificate (TC) for McDonnell Douglas Model MD-10-10F 
and MD-10-30F series airplanes. Model MD-10 series airplanes are Model 
DC-10 series airplanes that have been modified with an Advanced 
cockpit. The wire bundle support clamp installation at the flight 
engineer's station installed on Model MD-10-10F and MD-10-30F series 
airplanes (before or after the modifications necessary to meet the type 
design of a Model MD-10 series

[[Page 38190]]

airplane) is identical to that on the affected Model DC-10 series 
airplanes. Therefore, all of these airplanes may be subject to the same 
unsafe condition.

Other Related Rulemaking

    This proposed AD is one of a series of actions identified as part 
of the ATSRAC program initiative to maintain continued operational 
safety of aging non-structural systems in transport category airplanes. 
The program is continuing and the FAA may consider additional 
rulemaking actions as further results of the review become available.

Cost Impact

    There are approximately 412 Model DC-10 series airplanes and Model 
MD-10-10F and -30F series airplanes of the affected design in the 
worldwide fleet. The FAA estimates that 300 airplanes of U.S. registry 
would be affected by this proposed AD.
    The actions that are currently required by AD 2000-10-03, and 
retained in this proposed 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 $18,000, or $60 per 
airplane.
    The new actions that are 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 the proposed requirements of this AD on U.S. operators is 
estimated to be $36,000, 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 39-11727 (65 FR 
31253, May 17, 2000), and by adding a new airworthiness directive (AD), 
to read as follows:

McDonnell Douglas: Docket 2001-NM-96-AD. Supersedes AD 2000-10-03, 
Amendment 39-11727.

    Applicability: Model DC-10 series airplanes, and Model MD-10-10F 
and -30F series airplanes; as listed in Boeing Alert Service 
Bulletin DC10-24A149, Revision 02, dated April 5, 2001; 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 (c) 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 chafing of the wire bundle located behind the flight 
engineer's panel caused by the wire bundle coming in contact with 
the lower edge of the feed through and consequent electrical arcing, 
which could result in smoke and fire in the cockpit, accomplish the 
following:

Restatement of Certain Requirements of AD 2000-10-03

Inspection and Repair, If Necessary

    (a) Within 1 year after June 21, 2000 (the effective date of AD 
2000-10-03, amendment 39-11727), perform a one-time detailed visual 
inspection to determine if the wire segments of the wire bundle 
routed through the feed through on the aft side of the flight 
engineer's station are damaged or chafed, in accordance with 
McDonnell Douglas Alert Service Bulletin DC10-24A149, Revision 01, 
dated July 28, 1999, or Boeing Alert Service Bulletin DC10-24A149, 
Revision 02, dated April 5, 2001. If any damaged or chafed wire is 
found, prior to further flight, repair in accordance with the alert 
service bulletin.

    Note 2: For the purposes of this AD, a detailed 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.''

New Actions Required by This AD

Revision of Wire Bundle Support Clamp Installation

    (b) Within 1 year after the effective date of this AD, revise 
the wire bundle support clamp installation at the flight engineer's 
station, per Boeing Alert Service Bulletin DC10-24A149, Revision 02, 
dated April 5, 2001.

Alternative Methods of Compliance

    (c) 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. 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.

Special Flight Permits

    (d) 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.


[[Page 38191]]


    Issued in Renton, Washington, on July 9, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-17593 Filed 7-20-01; 8:45 am]
BILLING CODE 4910-13-U