[Federal Register Volume 66, Number 239 (Wednesday, December 12, 2001)]
[Rules and Regulations]
[Pages 64119-64121]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-30198]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-97-AD; Amendment 39-12539; AD 2001-24-22]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-10-10, -10F, 
-30, -30F (KC-10A and KDC-10), -40, and -40F Series Airplanes; and 
Model MD-10-10F Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to certain McDonnell Douglas Model DC-10-10, -10F, -30, -30F 
(KC-10A and KDC-10), -40, and -40F series airplanes; and Model MD-10-
10F series airplanes. This AD requires an inspection of the power 
feeder cable assembly of the auxiliary power unit (APU) for chafing, 
correct type of clamps, and proper clamp installation; and corrective 
actions, if necessary. The actions specified by this AD are intended to 
prevent loss of the APU generator due to chafing of the generator power 
feeder cables, and consequent electrical arcing and smoke/fire in the 
APU compartment. This action is intended to address the identified 
unsafe condition.

DATES: Effective January 16, 2002.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of January 16, 2002.

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: Natalie Phan-Tran, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130L, FAA, Los Angeles Aircraft 
Certification Office, 3960 Paramount

[[Page 64120]]

Boulevard, Lakewood, California 90712-4137; telephone (562) 627-5343; 
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 Model 
DC-10-10, -30, -30F (KC-10A and KDC-10), and -40 series airplanes; and 
Model MD-10-10F series airplanes; was published in the Federal Register 
on July 23, 2001 (66 FR 38191). That action proposed to require an 
inspection of the power feeder cable assembly of the auxiliary power 
unit (APU) for chafing, correct type of clamps, and proper clamp 
installation; and corrective actions, if necessary.

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.

Request To Clarify Requirements and Extend Compliance Time

    The commenters request that the proposed AD be revised to clarify 
whether the inspection requirement includes verifying the clamp part 
number. The commenters assert that the proposed AD underestimates the 
work hours necessary to accomplish the inspection, if the part number 
verification is also required. The commenters request that the 
compliance time be extended to accommodate the anticipated additional 
work hours. According to the commenters, the APU generator must be 
removed for easy access to the subject support cables--which are 
installed in an extremely confined space--to verify the part number. 
The commenters estimate that the inspection, including removal of the 
APU generator, would take 22.5 work hours. Because the task is best 
suited to planned multiple-day maintenance visits, the commenters 
anticipate extended downtime for the affected airplanes and request 
that the compliance time be extended from 12 months to 18 months.
    The FAA partially concurs. In light of the possible confusion 
regarding certain requirements of the AD, the FAA has determined that 
clarification may be necessary. Therefore, paragraph (a) has been 
revised in this final rule to include verification of the clamp part 
number.
    However, the FAA does not concur with the request to extend the 
compliance time. The FAA has confirmed with the manufacturer that, 
while removing the APU generator might improve accessibility to the 
inspection area, it is not necessary. Further, as indicated in the 
proposed AD, the cost estimates represent only the time necessary to 
perform the specific actions actually required by the AD. Those figures 
typically do not include incidental costs, such as the time required to 
gain access. This AD does not require removal of the APU generator to 
perform the inspection. Therefore, the work hour estimate in the 
proposed AD is appropriate, and the proposed compliance time of 12 
months is sufficient. No change to the final rule is necessary in this 
regard.

Clarification to Final Rule Requirements

    Paragraph (a)(1) of the proposed AD describes the conditions for 
which no corrective action is required (``If no wire chafing, correct 
type of clamps, and proper clamp installation are found * * *''). 
Because of the potentially misleading description of these negative 
inspection findings, paragraph (a)(1) has been revised in this final 
rule to more accurately distinguish the conditions that require 
corrective action.

Explanation of Change to Applicability

    The FAA finds that Model DC-10-10F, -30F, and -40F series airplanes 
were not specifically identified by model in the applicability of the 
proposed AD; however, they were identified by manufacturer's fuselage 
numbers in Boeing Alert Service Bulletin DC10-24A137, Revision 01, 
dated May 31, 2001 (which was referenced in the applicability statement 
of the proposed AD for the identification of the specific affected 
airplanes). Therefore, the FAA has revised the applicability throughout 
the final rule to include Model DC-10-10F, -30F, and -40F series 
airplanes.

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 372 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that 282 airplanes of U.S. registry 
will be affected by this AD, that it will take approximately 1 work 
hour per airplane to accomplish the inspection, and that the average 
labor rate is $60 per work hour. Based on these figures, the cost 
impact of the AD on U.S. operators is estimated to be $16,920, or $60 
per airplane.
    The cost impact figure discussed above is 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 proposed 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:

    Authority: 49 U.S.C. 106(g), 40113, 44701.

[[Page 64121]]

Sec. 39.13  [Amended]

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

2001-24-22  McDonnell Douglas: Amendment 39-12539. Docket 2001-NM-
97-AD.

    Applicability: Model DC-10-10, -10F, -30, -30F (KC-10A and KDC-
10), -40, and -40F series airplanes; and Model MD-10-10F series 
airplanes; as listed in Boeing Alert Service Bulletin DC10-24A137, 
Revision 01, dated May 31, 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 (b) 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 loss of the auxiliary power unit (APU) generator due 
to chafing of the generator power feeder cable and consequent 
electrical arcing and smoke/fire in the APU compartment, accomplish 
the following:

Inspection and Corrective Action(s), if Necessary

    (a) Within 12 months after the effective date of this AD, do a 
general visual inspection of the power feeder cable assembly of the 
APU for chafing, correct type (including part number) of clamps, and 
proper clamp installation, per Boeing Alert Service Bulletin DC10-
24A137, Revision 01, dated May 31, 2001.

    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) Condition 1. If no signs of wire chafing are found, and all 
clamps are of the correct type (including the correct part number), 
and are installed properly, no further action is required by this 
AD.
    (2) Condition 2. If any wire chafing, incorrect type of any 
clamp (including incorrect part number), or improper clamp 
installation is found, before further flight, do applicable 
corrective action(s) (e.g., repair, replace, and modify discrepant 
part) per the Accomplishment Instructions of the service bulletin.

    Note 3: Accomplishment of the inspection and any applicable 
corrective actions, per Boeing Service Bulletin DC10-24-137, dated 
September 15, 1987, before the effective date of this AD, is 
considered acceptable for compliance with the requirements of this 
AD.

Alternative Methods of Compliance

    (b) 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 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

    (c) 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

    (d) The actions shall be done in accordance with Boeing Alert 
Service Bulletin DC10-24A137, Revision 01, dated May 31, 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

    (e) This amendment becomes effective on January 16, 2002.

    Issued in Renton, Washington, on November 28, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-30198 Filed 12-11-01; 8:45 am]
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