[Federal Register Volume 69, Number 4 (Wednesday, January 7, 2004)]
[Rules and Regulations]
[Pages 861-864]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-33]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-374-AD; Amendment 39-13411; AD 2003-26-12]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 737-600, 737-700, 737-800, 
757-200, and 757-300 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 Boeing Model 737-600, 737-700, 737-800, 757-200, 
and 757-300 series airplanes, that requires replacing existing video 
distribution unit (VDU) connectors with new, improved connectors or new 
wire assemblies (jumpers), and performing related actions, as 
applicable. This action is necessary to prevent a short circuit in a 
VDU connector and consequent arcing and damage to wiring within the 
connector, which could result in damage to adjacent systems or 
structure and possible smoke or fire in the airplane cabin. This action 
is intended to address the identified unsafe condition.

DATES: Effective February 11, 2004.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of February 11, 2004.

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207. 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 Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: Binh V. Tran, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue, SW., Renton,

[[Page 862]]

Washington 98055-4056; telephone (425) 917-6485; fax (425) 917-6590.

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 Boeing Model 737-600, 737-
700, 737-800, 757-200, and 757-300 series airplanes was published in 
the Federal Register on December 10, 2002 (67 FR 75824). That action 
proposed to require replacing existing video distribution unit (VDU) 
connectors with new, improved connectors or new wire assemblies 
(jumpers), and performing related actions, as applicable.

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. Two commenters state that they are not affected 
by the proposed AD.

Request To Remove Parts Installation Requirement

    One commenter requests that the ``Parts Installation'' paragraph be 
removed from the proposed AD. The commenter states that it installed 
the VDU connectors with the subject connectors on its Model 737-800 
series airplanes after delivery. Upon issuance of the proposed AD, the 
commenter contacted Matsushita, which stated that the problem is not 
caused by the connector, and that the information supplied by the 
airplane manufacturer is misleading and erroneous. Matsushita gave the 
commenter the following reasons for the cause of the unsafe condition 
addressed by the proposed AD: (1) A 90 degree angled backshell 
installed by the airplane manufacturer; (2) a 90 degree angled co-ax 
contact installed by the airplane manufacturer; and (3) lack of drip 
loop on the airplane manufacturer's installations. The commenter 
asserts that it has not experienced any problems identified in the 
proposed AD on any of its 36 Model 737-800 airplanes with the subject 
VDU connectors installed since December 1999.
    The FAA does not agree to remove the ``Parts Installation'' 
paragraph. A failure analysis report, which we obtained from an 
independent lab, showed the failure of the connector, part number (P/N) 
CAMA11W1P, was caused by moisture entering the connector and causing 
the electrical short circuit between cavities 1 (115VAC) and 2 
(ground). Moisture was able to penetrate the connector because the 
connector has no wire or facial seal. The two dielectric halves of the 
connector not being bonded together precipitated the failure, allowing 
moisture to be trapped between cavities 1 and 2. Therefore, we find 
moisture ingress to be the primary failure mode of the connector; 
however, we agree that the installation of 90 degree angled backshell 
and co-ax contact are contributing factors to that failure. We have 
determined that the connector should not be installed on any model 
airplane listed in the applicability of this AD. No change to this 
final rule is necessary in this regard.

Request To Clarify Parts Installation Requirement

    One commenter, the manufacturer of the connector, requests that the 
``Parts Installation'' paragraph of the proposed AD be revised to read, 
``As of the effective date of this AD, no person shall install a VDU 
connector, part number CAMA11W1P, together with a 90 degree backshell 
or co-ax contact, on Model 737 or 757 series airplanes.'' The commenter 
asserts that this change will clarify that the intent of the proposed 
AD is not against the use of connector P/N CAMA11W1P on the VDU, but 
against the use of that connector in a particular application/
configuration.
    The commenter references certain statements in the ``Explanation of 
Requirements of Proposed Rule'' and ``Differences Between Service 
Bulletin and Proposed AD'' paragraphs of the proposed AD, and states 
that it is in 100 percent agreement with those key statements/goals. 
However, the commenter asserts that, as written, the proposed AD is not 
specific enough to accurately address the unsafe condition as defined. 
And, if issued as written, the proposed AD will inappropriately impact 
supplemental type certificates (STC), which have type designs that are 
in complete compliance with the most current regulations, guidance 
materials, and intent--while providing no increase to operational 
safety. The reason the commenter supplies for these assertions is the 
airplane manufacturer's installation design/practices, because the type 
design data do not properly account for installation details. Without 
such details, like strain relief or drip loops, the commenter asserts 
the problem is worsened by the airplane manufacturer's use of a 90 
degree co-ax contact on the connector (and in some cases the connector 
is oriented vertically), effectively channeling condensate directly 
into the connector. The commenter asserts that its STCs properly 
account for these detail requirements, to assure (by design) a 
repeatable installation for operational safety.
    The commenter also points out that, on February 29, 2000, that the 
Civil Airworthiness Authority (CAA) for the United Kingdom, issued 
emergency airworthiness directive 005-02-2000 for the same connector 
and for identical reasons as listed in the proposed AD. After a 
detailed review with the airplane manufacturer and in coordination with 
the connector and VDU manufacturers, the CAA issued Revision 1 to its 
emergency AD on March 8, 2000, to specifically apply to `` * * * 
connectors P/N CAMA11W1P with a 90 degree co-ax contact * * * .''
    We do not agree to revise the ``Parts Installation'' paragraph. As 
previously stated, although the unsafe condition may be worsened when 
the connector is used in certain installation designs, we find the 
design of the connector itself to be the primary cause of the unsafe 
condition described in the AD. Therefore, it is our intent that the 
connector, P/N CAMA11W1P, should not be installed on any affected model 
airplane. No change to this final rule is necessary in this regard.

Request To Revise Parts Installation Compliance Time

    One commenter requests that the compliance time specified in the 
``Parts Installation'' paragraph of the proposed AD be extended to give 
vendors additional time to develop a replacement plan for the 
connector. The commenter states that its Model 737 and 757 fleet is not 
equipped with video systems with the specified VDU connectors, and thus 
has no objection to the action required by paragraph (e) of the 
proposed AD. However, the commenter objects to using the effective date 
of the AD as the deadline for installing the connectors on any airplane 
type. The commenter gives no justification for the request or 
objection.
    We do not agree. Once we have determined that an unsafe condition 
exists, our normal policy is not to allow that condition to be 
introduced into the fleet. In developing the technical information on 
which every AD is based, we consider the availability of spare parts 
that the AD will require to be installed. When we have determined that 
those (safe) parts are immediately available to operators, our policy 
prohibits installation of the unsafe parts after the effective date of 
the AD. We have confirmed that the manufacturer has developed and 
manufactured a replacement part that is available to operators for 
installation.
    Additionally, the applicability of this AD affects only Model 737 
and 757 series airplanes listed in the service bulletins referenced in 
the applicability

[[Page 863]]

of the AD. The ``Parts Installation'' paragraph does not apply to 
airplanes beyond those listed in the applicability of the AD. No change 
to the final rule is necessary in this regard.

Request To Add Language

    One commenter states that it has one airplane that has had the in-
flight entertainment system removed, so it is not subject to the 
proposed AD. However, the commenter requests that the FAA revise the 
proposed AD to include language to address this situation.
    We do not agree. The language in Note 1 of the proposed AD already 
contains language pertaining to ``airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected. * * *'' As stated in that note, the commenter may 
request approval of an alternative method of compliance in accordance 
with paragraph (d) of this final rule. No change to this final rule is 
necessary in this regard.

Explanation of Change Made to Final Rule

    We have changed the service bulletin citations throughout this 
final rule to include references to Appendices A and B. That 
information was inadvertently omitted from the service bulletin 
citations listed in the proposed AD.

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.

Changes to 14 CFR Part 39/Effect on the AD

    On July 10, 2002, the FAA issued a new version of 14 CFR part 39 
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness 
directives system. The regulation now includes material that relates to 
altered products, special flight permits, and alternative methods of 
compliance. However, for clarity and consistency in this final rule, we 
have retained the language of the NPRM regarding that material.

Increase in Labor Rate

    After the proposed rule was issued, we reviewed the figures we use 
to calculate the labor rate to do the required actions. To account for 
various inflationary costs in the airline industry, we find it 
appropriate to increase the labor rate used in these calculations from 
$60 per work hour to $65 per work hour. The economic impact 
information, below, has been revised to reflect this increase in the 
specified hourly labor rate.

Cost Impact

    There are approximately 280 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that 28 airplanes of U.S. registry 
will be affected by this AD, that it will take approximately 16 work 
hours per airplane to accomplish the required connector replacement, 
and that the average labor rate is $65 per work hour. Required parts 
will cost between $334 and $13,944 per airplane. Based on these 
figures, the cost impact of the AD on U.S. operators is estimated to be 
between $1,374 and $14,984 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. 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. The manufacturer may cover the cost of 
replacement parts associated with this AD, subject to warranty 
conditions. Manufacturer warranty remedies may also be available for 
labor costs associated with this AD. As a result, the costs 
attributable to the AD may be less than stated above.

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

0
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

0
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]

0
2. Section 39.13 is amended by adding the following new airworthiness 
directive:


2003-26-12 Boeing: Amendment 39-13411. Docket 2001-NM-374-AD.

    Applicability: Model 737-600, -700, and -800 series airplanes, 
as listed in Boeing Service Bulletin 737-23A1169, Revision 2, 
including Appendices A and B, dated June 21, 2001; Model 757-200 
series airplanes, as listed in Boeing Alert Service Bulletin 757-
23A0060, Revision 1, including Appendices A and B, dated January 11, 
2001; and Model 757-300 series airplanes, as listed in Boeing Alert 
Service Bulletin 757-23A0061, Revision 1, including Appendices A and 
B, dated January 11, 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 (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 a short circuit in a video distribution unit (VDU) 
connector and consequent arcing and damage to wiring within the 
connector, which could result in

[[Page 864]]

damage to adjacent systems or structure and possible smoke or fire 
in the airplane cabin, accomplish the following:

Model 737-600, -700, and -800 Series Airplanes: Inspections and Follow-
On Actions

    (a) For Model 737-600, -700, and -800 series airplanes: Within 
18 months after the effective date of this AD, replace existing VDU 
connectors with new, improved connectors, and install a drip loop in 
the wiring at the new VDU connectors, per Part 2 of the 
Accomplishment Instructions of Boeing Service Bulletin 737-23A1169, 
Revision 2, including Appendices A and B, dated June 21, 2001.

Model 757-200 and -300 Series Airplanes: Inspections and Follow-on 
Actions

    (b) For Model 757-200 and -300 series airplanes: Within 18 
months after the effective date of this AD, replace existing VDU 
connectors with new, improved connectors, or with new wire 
assemblies (jumpers), as applicable, per Part 2 of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 757-
23A0060, Revision 1, including Appendices A and B, dated January 11, 
2001 (for Model 757-200 series airplanes); or Boeing Alert Service 
Bulletin 757-23A0061, Revision 1, including Appendices A and B, 
dated January 11, 2001 (for Model 757-300 series airplanes); as 
applicable.

Part Installation

    (c) As of the effective date of this AD, no person shall install 
a VDU connector, part number CAMA11W1P, on any airplane.

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, Seattle 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, Seattle ACO.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

Special Flight Permits

    (e) Special flight permits may be issued in accordance with 
Sec. Sec.  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) The actions shall be done in accordance with Boeing Service 
Bulletin 737-23A1169, Revision 2, including Appendices A and B, 
dated June 21, 2001; Boeing Alert Service Bulletin 757-23A0060, 
Revision 1, including Appendices A and B, dated January 11, 2001; or 
Boeing Alert Service Bulletin 757-23A0061, Revision 1, including 
Appendices A and B, dated January 11, 2001; as applicable. 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 Airplane Group, 
P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be 
inspected at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; 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 February 11, 2004.

    Issued in Renton, Washington, on December 23, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-33 Filed 1-6-04; 8:45 am]
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