[Federal Register Volume 69, Number 44 (Friday, March 5, 2004)]
[Proposed Rules]
[Pages 10366-10369]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-4927]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-NM-237-AD]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-10-30 
Airplane

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the adoption of a new airworthiness 
directive (AD), applicable to a certain McDonnell Douglas Model DC-10-
30 airplane. The proposal would 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. This action is necessary to prevent the 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: Comments must be received by April 19, 2004.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2002-NM-237-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. 2002-NM-237-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 Airplanes, 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; or at the FAA, Los Angeles Aircraft 
Certification Office, 3960 Paramount Boulevard, Lakewood, California.

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.

[[Page 10367]]

     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 2002-NM-237-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. 2002-NM-237-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 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. This proposed airworthiness directive 
(AD) is one of a series of corrective actions identified during that 
process.
    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).

Identification of Unsafe Condition

    The FAA has received a report of a generator power feeder cable of 
the auxiliary power unit (APU) chafing and shorting against adjacent 
structure on a McDonnell Douglas Model DC-10 airplane. Investigation 
revealed the cause of such chafing and arcing to be installation of an 
incorrect cable clamp and improperly positioned clamp during 
manufacturing. These conditions, if not corrected, could result in 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.

Similar Airplanes

    The power feeder cable assemblies of the APUs on certain McDonnell 
Douglas Model MD-10-10F airplanes are identical to those on the 
affected Model DC-10 airplane. Therefore, all of these models may be 
subject to the same unsafe condition.

AD 2001-24-22, Amendment 39-12539

    On November 28, 2001, the FAA issued AD 2001-24-22, amendment 39-
12539 (66 FR 64119, December 12, 2001), applicable to certain McDonnell 
Douglas Model DC-10-10, -10F, -30, -30F (KC-10A and KDC-10), -40, and -
40F airplanes; and Model MD-10-10F airplanes, 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. The requirements of that 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. That action was intended to address 
the identified unsafe condition.

Actions Since Issuance of Previous Rule

    Since issuance of that AD, the FAA was advised that one Model DC-
10-30 airplane (fuselage number 0106) was excluded inadvertently from 
the effectivity of Section 1.A. of Boeing Alert Service Bulletin DC10-
24A137, Revision 01, dated May 31, 2001, which is referenced in the 
applicability of AD 2001-24-22 as the appropriate source for 
determining the affected airplane fuselage numbers. Therefore, the 
additional airplane is also subject to the same unsafe condition 
addressed in AD 2001-24-22.

Explanation of Relevant Service Information

    The FAA has reviewed and approved Boeing Alert Service Bulletin 
DC10-

[[Page 10368]]

24A137, Revision 02, dated October 15, 2001, which describes procedures 
that are essentially the same as those procedures included in Boeing 
Alert Service Bulletin DC10-24A137, Revision 01, dated May 31, 2001. 
This revision also adds an additional airplane fuselage number to the 
effectivity. No more work is necessary on airplanes changed as shown in 
Revision 01 of the service bulletin. Accomplishment of the actions 
specified in the service bulletin is intended to adequately address the 
identified unsafe condition.
    Accomplishment of the actions specified in AD 2001-24-22 is 
acceptable for compliance with the requirements of this proposed AD.

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 require accomplishment of the actions specified in 
the service bulletin described previously.
    Since this proposed AD would expand the applicability of AD 2001-
24-22, the FAA has considered a number of factors in determining 
whether to issue a new AD or to supersede the existing AD. The FAA has 
considered the entire fleet size that would be affected by superseding 
AD 2001-24-22 and the consequent workload associated with revising 
maintenance record entries. In light of this, the FAA has determined 
that a less burdensome approach is to issue a separate AD applicable 
only to the additional airplane. This proposed AD would not supersede 
AD 2001-24-22; airplanes listed in the applicability of AD 2001-24-22 
are required to continue to comply with the requirements of that AD. 
This proposed AD is a separate AD action, and is applicable to only one 
McDonnell Douglas Model DC-10-30 airplane (fuselage number 0106), 
certificated in any category.

Cost Impact

    The FAA estimates that 1 Model DC-10-30 airplane, having fuselage 
number 0106, of U.S. registry would be affected by this proposed AD, 
that it would take approximately 1 work hour per airplane to accomplish 
the proposed inspection, and that the average labor rate is $65 per 
work hour. Based on these figures, the cost impact of the proposed 
inspection on U.S. operators is estimated to be $65.
    The cost impact figure discussed above is 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 adding the following new 
airworthiness directive:

McDonnell Douglas: Docket 2002-NM-237-AD.

    Applicability: Model DC-10-30 airplane, fuselage number 0106; 
certificated in any category.
    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent the loss of the auxiliary power unit (APU) generator 
due to chafing of the generator power feeder cables, 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 02, dated October 15, 2001.

    Note 1: 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 from within 
touching distance unless otherwise specified. A mirror may be 
necessary to enhance visual access to all exposed surfaces in the 
inspection area. This level of inspection is made under normally 
available lighting conditions such as daylight, hangar lighting, 
flashlight, or droplight 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 the applicable 
corrective action(s) (e.g., repair, replace, and modify discrepant 
part) per the Accomplishment Instructions of the service bulletin.

Actions Accomplished Per Previous Issues of Service Bulletin

    (b) Accomplishment of the inspection and any applicable 
corrective actions, per Boeing Service Bulletin DC10-24-137, dated 
September 15, 1987, or Boeing Alert Service Bulletin DC10-24A137, 
Revision 01, dated May 31, 2001, before the effective date of this 
AD, is considered acceptable for compliance with the requirements of 
this AD.

Accomplishment of the Actions per AD 2001-24-22

    (c) Accomplishment of the actions specified in AD 2001-24-22, 
amendment 39-12539, is acceptable for compliance with the 
requirements of this AD.

Alternative Methods of Compliance

    (d) In accordance with 14 CFR 39.19, the Manager, Los Angeles 
Aircraft Certification Office, FAA, is authorized to approve 
alternative methods of compliance for this AD.


[[Page 10369]]


    Issued in Renton, Washington, on February 25, 2004.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-4927 Filed 3-4-04; 8:45 am]
BILLING CODE 4910-13-P