[Federal Register Volume 66, Number 163 (Wednesday, August 22, 2001)]
[Rules and Regulations]
[Pages 44035-44039]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-20938]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-191-AD; Amendment 39-12402; AD 2001-17-11]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model MD-11 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD),

[[Page 44036]]

applicable to certain McDonnell Douglas Model MD-11 series airplanes, 
that requires an inspection to detect arcing damage of the electrical 
cables leading to the hydraulic pump terminal strips and the 
surrounding structure in the wheel well area of the right main landing 
gear (MLG); and corrective actions, if necessary. This AD also requires 
replacement of a certain terminal strip with a new terminal strip, and 
removal of the applicable nameplate in the wheel well of the right MLG. 
For certain airplanes, this AD also requires, as an alternative, an 
inspection of the terminal strip to determine if the correct washer is 
installed, and replacement of the incorrect washer with a new washer. 
This action is necessary to prevent arcing damage to the terminal 
strips and damage to the adjacent structure of the wheel well area of 
the right MLG, which could result in a fire in the wheel well of the 
right MLG. This action is intended to address the identified unsafe 
condition.

DATES: Effective September 26, 2001.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of September 26, 2001.

ADDRESSES: The service information referenced in this AD 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 Federal Aviation Administration (FAA), Transport 
Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, 
Washington; or at the FAA, 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: Brett Portwood, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130L, FAA, Los Angeles Aircraft 
Certification Office, 3960 Paramount Boulevard, Lakewood, California 
90712; telephone (562) 627-5350; fax (562) 627-5210.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) to include an airworthiness 
directive (AD) that is applicable to certain McDonnell Douglas MD-11 
series airplanes was published in the Federal Register on February 20, 
2001 (66 FR 10846). That action proposed to require an inspection to 
detect arcing damage of the electrical cables leading to the hydraulic 
pump terminal strips and the surrounding structure in the wheel well 
area of the right main landing gear (MLG); and corrective actions, if 
necessary. That action also proposed to require replacement of a 
certain terminal strip with a new terminal strip, and removal of the 
applicable nameplate in the wheel well of the right MLG.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Address Change for Obtaining Service Information

    The airplane manufacturer states that the referenced department 
name, number, and mail code of the address for obtaining service 
information are incorrect in the notice of proposed rulemaking (NPRM). 
The correct address is Boeing Commercial Aircraft Group, Long Beach 
Division, 3855 Lakewood Boulevard, Long Beach, California 90846, 
Attention: Data and Service Management, Dept. C1-L5A (D800-0024). The 
airplane manufacturer requests that the NPRM be revised accordingly. 
The FAA agrees and has revised this address in the final rule.

Delay Issuance of Final Rule

    One commenter requests that the final rule not be issued until 
Boeing has issued Revision 01 of McDonnell Douglas Alert Service 
Bulletin MD11-24A186. The commenter states that the NPRM cannot be 
complied with as written due to ``problems'' with McDonnell Douglas 
Alert Service Bulletin MD11-24A186, dated October 4, 2000 (original 
version), which is referenced in the NPRM as the appropriate source of 
service information for accomplishing certain proposed actions.
    Since issuance of the NPRM, the FAA has reviewed and approved 
Revision 01 of McDonnell Douglas Alert Service Bulletin MD11-24A186, 
dated May 16, 2001. For certain airplanes, the revised service bulletin 
describes the following procedures:
    1. Replacing a certain terminal strip;
    2. Removing the applicable nameplate in the right MLG wheel well;
    3. Sealing the screw heads of any replaced terminal strip;
    4. Performing an inspection to detect arcing damage of the 
electrical cables leading to the hydraulic pump terminal strips and the 
surrounding structure in the wheel well area of the right MLG, and 
replacing any damaged component with a new component or repairing the 
damaged component.
    For certain other airplanes, the revised service bulletin describes 
procedures for an inspection of the terminal strip to determine if the 
correct washer is installed, and replacement of any incorrect washer 
with a new washer.
    Accomplishment of the actions specified in the service bulletin is 
intended to adequately address the identified unsafe condition. We find 
that these actions are an acceptable alternative method of compliance 
(AMOC) with the actions specified in the original version of service 
bulletin and specified by the NPRM. Therefore, we have revised the 
final rule to include these actions as an option to complying with the 
requirements of paragraphs (a) and (b) of this AD, as applicable.

Request for Various Changes to Requirements of the NPRM and Service 
Bulletin

    Because of the ``problems'' with the McDonnell Douglas Alert 
Service Bulletin MD11-24A186, dated October 4, 2000 (original version), 
the commenter also requests that the NPRM be changed as follows:
    1. Allow re-identification of the terminal strip (specified in the 
General Notes of the referenced service bulletin) per operator standard 
practices.
    2. Revise paragraph (a)(2) of the NPRM to include a statement that, 
``if the damaged strip is S3-261, replace it per [paragraph (b)(1) of 
the AD].'' The commenter provided no justification.
    3. Include a defined repair, developed by Boeing, in paragraph 
(a)(5) of the NPRM for cases where the Structural Repair Manual (SRM) 
does not cover the damage. The commenter states that accomplishing the 
repair required by paragraph (a)(5) of the NPRM can lead to extended 
unscheduled airplane downtime due to the unknown damage and unknown 
repair procedure. The commenter also states that requiring approval of 
a repair by the Aircraft Certification Office (ACO) will not be 
practical. Damage to airplanes that is not covered in the SRM is 
commonly encountered and is addressed by the airline's FAA-approved 
engineering support process.
    4. Revise paragraph (b)(1) of the NPRM to require replacement of 
the installed t-strip with a new terminal strip, part number (P/N) 
HS27212-3-4, no matter what the base thickness, stud, and terminal 
sizes are. The commenter states that measuring the base thickness, 
stud, and terminal sizes of the terminal strips to determine whether or 
not to replace the strip will cause confusion,

[[Page 44037]]

and possibly result in the affected terminal strips being left on the 
airplane.
    5. Sealing screw heads of replaced terminal strips (paragraph 3.B.6 
of the referenced service bulletin) should be done per Boeing Standard 
Wiring Practices Manual (SWPM) (Document D6-82481) Chapter 20-20-03, 
paragraphs 2.B.(1) through (3) and paragraph 3.B. (reference Boeing TWX 
DAL-ATL-01-01462H, dated April 6, 2001). The commenter states that the 
referenced Douglas Process Specification (DPS) is not a practical 
source document for maintenance instructions, because it references 
many other DPSs, which would complicate compliance.
    6. Performing the continuity test (part of the closing actions) 
should be done per Wiring Diagram Manual (WDM) 29-21-01, not per WDM 
24-51-09, as referenced. The commenter provided no justification.
    The FAA does not agree with the commenter's request to allow re-
identification of the terminal strip per operator standard practices. 
Because the commenter provided no justification, we have no knowledge 
about the specifics of the commenter's ``operator's standard 
practices.'' Therefore, no change to the final rule is necessary with 
regard to this point. However, paragraph (d) of the final rule does 
provide operators the opportunity to apply for an alternative method of 
compliance, such as the use of ``operator's standard practices.''
    The FAA does not agree with the commenter's request to include a 
statement that, ``if the damaged strip is S3-261, replace it per 
[paragraph (b)(1) of the AD].'' Although the commenter's suggested 
wording may eliminate a step in the work instructions, we have 
determined that the procedures specified in the revised service 
bulletin address this concern.
    The FAA does not agree with the commenter's request to include a 
defined repair, developed by Boeing, in paragraph (a)(5) of the NPRM 
for cases where the SRM does not cover the damage. We find that repair 
of damaged structure is necessary, since such damage could lead to 
further unsafe conditions. Also, if the service bulletin does not cover 
every aspect of the structural repair, we cannot rely on an unknown 
engineering support process of the airlines. However, we have issued a 
notice (N 8110.72, dated March 30, 1998), which provides guidance for 
delegating authority to certain type certificate holder structural 
designated engineering representatives (DER) to approve alternative 
methods of compliance for AD-required repairs and modifications of 
individual airplanes. We are currently working with Boeing, Douglas 
Products Division (DPD), to develop the implementation process for 
delegation of approval of AMOCs in accordance with that notice. Once 
this process is implemented, approval authority for alternative methods 
of compliance can be delegated without revising the AD.
    The FAA partially agrees with the commenter's request to revise 
paragraph (b)(1) of the final rule to require replacement of the 
installed t-strip with a new terminal strip, P/N HS27212-3-4, no matter 
what the base thickness, stud, and terminal sizes are. We do not agree 
to revise paragraph (b)(1) of the final rule. However, we have revised 
the final rule (paragraph (c)(1)(i)) to include an option to replace 
the installed t-strip no matter what the base thickness, stud, and 
terminal sizes are (as referenced in Revision 01 of the service 
bulletin described above).
    The FAA agrees with the commenter's request that the sealing of 
screw heads of the replaced terminal strips (paragraph 3.B.6 of the 
referenced service bulletin) should be done per Boeing SWPM Chapter 20-
20-03. We have included the correct reference to SWPM Chapter 20-20-03 
in new paragraph (c)(1)(i) of the final rule. Revision 01 of the 
service bulletin (described above) incorrectly references Chapter 20-
20-02 of the Boeing SWPM for accomplishing the sealing of the screw 
heads.
    The FAA agrees with the commenter that the continuity test (part of 
the closing actions) should be done per WDM 29-21-01, not per WDM 24-
51-09, as referenced in the NPRM. This change has been made in Revision 
01 of the service bulletin (described above).

Conclusion

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

Cost Impact

    There are approximately 191 Model MD-11 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 60 
airplanes of U.S. registry will be affected by this AD, that it will 
take approximately 1 work hour per airplane to accomplish the required 
actions, and that the average labor rate is $60 per work hour. Required 
parts will cost approximately $25 per airplane. Based on these figures, 
the cost impact of the AD on U.S. operators is estimated to be $5,100, 
or $85 per airplane.
    The cost impact figure discussed above is 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. 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 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:


[[Page 44038]]


    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:

2001-17-11  McDonnell Douglas: Amendment 39-12402. Docket 2000-NM-
191-AD.

    Applicability: Model MD-11 series airplanes, as listed in 
McDonnell Douglas Alert Service Bulletin MD11-24A186, dated October 
4, 2000; 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 arcing damage to the terminal strips and damage to 
the adjacent structure of the wheel well area of the right main 
landing gear (MLG), which could result in a fire in the wheel well 
of the right MLG, accomplish the following:

Inspection and Corrective Actions, If Necessary

    (a) Except as provided by paragraph (c) of this AD: Within 18 
months after the effective date of this AD, do a general visual 
inspection to detect arcing damage of the electrical cables leading 
to the hydraulic pump terminal strips and the surrounding structure 
in the wheel well area of the right MLG, per McDonnell Douglas Alert 
Service Bulletin MD11-24A186, dated October 4, 2000.

    Note 2: 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 checked.''

    (1) If no arcing or structure damage is detected during the 
general visual inspection, before further flight, do the actions 
specified in paragraph (b) of this AD.
    (2) If any arcing damage is detected on any terminal strip, 
before further flight, replace the damaged terminal strip with a 
like part, and seal the screw heads of any replaced terminal strip, 
per the service bulletin.
    (3) If any arcing damage is detected on any cable and the damage 
within the limits specified in the service bulletin, before further 
flight, repair the arcing damage per the service bulletin, and do 
the actions specified in paragraph (b) of this AD.
    (4) If any arcing damage is detected on any cable and the damage 
beyond the limits specified in the service bulletin, before further 
flight, replace the damaged cable with a new cable per the service 
bulletin, and do the actions specified in paragraph (b) of this AD.
    (5) If any structure damage is detected, before further flight, 
do the actions specified in paragraphs (a)(5)(i) and (a)(5)(ii) of 
this AD.
    (i) Repair the damaged structure per the service bulletin; 
except if the type of structural material that has been affected is 
not covered in the Structural Repair Manual (SRM), repair per a 
method approved by the Manager, Los Angeles Aircraft Certification 
Office (ACO), FAA.
    (ii) Do the actions specified in paragraph (b) of this AD.

Follow-on Replacement and Removal of Nameplate, If Necessary

    (b) Except as provided by paragraph (c) of this AD: Do the 
actions specified in paragraphs (b)(1) and (b)(2) of this AD per 
McDonnell Douglas Alert Service Bulletin MD11-24A186, October 4, 
2000.
    (1) Replace any terminal strip identified in Table 1 of this AD 
with a base thickness of 0.445 inches or less that have \1/4\-inch 
or larger studs and/or 4 through 000 gauge size terminal lugs with a 
new terminal strip. Table 1 is as follows:

                                 Table 1
------------------------------------------------------------------------
           Item No.                   System              Location
------------------------------------------------------------------------
S3-261........................  Aux hydraulic      Wheel well of the
                                 pump 1.            right MLG (looking
                                                    forward).
------------------------------------------------------------------------

    (2) Remove the applicable nameplate in the wheel well of the 
right MLG.

Alternative Actions for Requirements of Paragraphs (a) and (b) of This 
AD

    (c) In lieu of the requirements of paragraphs (a) and (b) of 
this AD, as applicable, within 18 months after the effective date of 
this AD, do the actions specified in paragraph (c)(1) or (c)(2) of 
this AD, as applicable.
    (1) For Group 1 airplanes identified in McDonnell Douglas Alert 
Service Bulletin MD11-24A186, Revision 01, dated May 16, 2001: Do 
the actions specified in paragraphs (c)(1)(i) and (c)(1)(ii) of this 
AD, per McDonnell Douglas Alert Service Bulletin MD11-24A186, 
Revision 01, dated May 16, 2001.
    (i) Replace any terminal strip identified in Table 1 of this AD, 
remove the applicable nameplate in the right MLG wheel well per the 
service bulletin, and seal the screw heads of any replaced terminal 
strip per Chapter 20-20-03 of the Boeing Standard Wiring Practices 
Manual (SWPM).

    Note 3: McDonnell Douglas Alert Service Bulletin MD11-24A186, 
Revision 01, dated May 16, 2001, incorrectly references Chapter 20-
20-02 of the Boeing SWPM for accomplishing the sealing of the screw 
heads; the correct reference is Chapter 20-20-03 of the Boeing SWPM. 
Where there are differences between the referenced service bulletin 
and the AD, the AD prevails.

    (ii) Do a general visual inspection to detect arcing damage of 
the electrical cables leading to the hydraulic pump terminal strips 
and the surrounding structure in the wheel well area of the right 
MLG, per the service bulletin. If any damage is detected, before 
further flight, replace damaged component with a new component or 
repair the damaged component per the service bulletin; except if the 
type of structural material that has been affected is not covered in 
the SRM, repair per a method approved by the Manager, Los Angeles 
ACO, FAA.
    (2) For Group 2 airplanes identified in McDonnell Douglas Alert 
Service Bulletin MD11-24A186, Revision 01, dated May 16, 2001: Do a 
general visual inspection of the terminal strip to determine if the 
correct washer is installed, per the service bulletin. If incorrect 
washer is installed, before further flight, replace washer with a 
new washer, per the service bulletin.

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 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 4: 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

    (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.

Incorporation by Reference

    (f) Except as provided by paragraphs (a)(5)(i), (c)(1)(i), and 
(c)(1)(ii) of this AD, the actions shall be done in accordance with 
McDonnell Douglas Alert Service Bulletin MD11-24A186, dated October 
4, 2000; or

[[Page 44039]]

McDonnell Douglas Alert Service Bulletin MD11-24A186, Revision 01, 
dated May 16, 2001. 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 Boeing 
Commercial Aircraft Group, Long Beach Division, 3855 Lakewood 
Boulevard, Long Beach, California 90846, Attention: Data and Service 
Management, Dept. C1-L5A (D800-0024). Copies may be inspected at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington; or at the FAA, 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.

Effective Date

    (g) This amendment becomes effective on September 26, 2001.

    Issued in Renton, Washington, on August 14, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-20938 Filed 8-21-01; 8:45 am]
BILLING CODE 4910-13-U