[Federal Register Volume 65, Number 124 (Tuesday, June 27, 2000)]
[Rules and Regulations]
[Pages 39539-39540]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-16234]



[[Page 39539]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-49-AD; Amendment 39-11802; AD 2000-13-03]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-8 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-8 series airplanes 
that have been converted from a passenger to a cargo-carrying 
(``freighter'') configuration, that requires a revision to the Airplane 
Flight Manual Supplement to ensure that the main deck cargo door is 
closed, latched, and locked; inspection of the door wire bundle to 
detect discrepancies and repair or replacement of discrepant parts. 
This amendment also requires, among other actions, modification of the 
hydraulic and indication systems of the main deck cargo door, and 
installation of a means to prevent pressurization to an unsafe level if 
the main deck cargo door is not closed, latched, and locked. This 
amendment is prompted by the FAA's determination that certain main deck 
cargo door systems do not provide an adequate level of safety, and that 
there is no means to prevent pressurization to an unsafe level if the 
main deck cargo door is not closed, latched, and locked. The actions 
specified by this AD are intended to prevent opening of the cargo door 
while the airplane is in flight, and consequent rapid decompression of 
the airplane including possible loss of flight control or severe 
structural damage.

EFFECTIVE DATE: August 1, 2000.

ADDRESSES: Information pertaining to this amendment may be examined at 
the Federal Aviation Administration (FAA), Transport Airplane 
Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, Washington; 
or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft 
Certification Office, 3960 Paramount Boulevard, Lakewood, California.

FOR FURTHER INFORMATION CONTACT: Michael E. O'Neil, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Transport Airplane Directorate, Los 
Angeles Aircraft Certification Office, 3960 Paramount Boulevard, 
Lakewood, California 90712-4137; telephone (562) 627-5320; 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-8 series airplanes that have been converted from a passenger to a 
cargo-carrying (``freighter'') configuration, was published in the 
Federal Register on April 17, 2000 (65 FR 20390). That action proposed 
to require a revision to the Airplane Flight Manual Supplement (AFMS) 
to ensure that the main deck cargo door is closed, latched, and locked; 
inspection of the door wire bundle to detect discrepancies and repair 
or replacement of discrepant parts. That action also proposed to 
require, among other actions, modification of the hydraulic and 
indication systems of the main deck cargo door, and installation of a 
means to prevent pressurization to an unsafe level if the main deck 
cargo door is not closed, latched, and locked.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the single comment received.
    The commenter supports the proposed rule.

Conclusion

    After careful review of the available data, including the comment 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule as proposed.

Cost Impact

    There are approximately 15 Model DC-8 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 11 
airplanes of U.S. registry will be affected by this AD.
    It will take approximately 1 work hour per airplane to accomplish 
the general visual inspections, at an average labor rate of $60 per 
work hour. Based on these figures, the cost impact of the general 
visual inspections required by this AD on U.S. operators is estimated 
to be $660, or $60 per airplane, per inspection cycle.
    It will take approximately 1 work hour per airplane to accomplish 
the AFMS revision and installation of associated placards, at an 
average labor rate of $60 per work hour. Based on these figures, the 
cost impact of the AFMS revision and installation of associated 
placards required by this AD on U.S. operators is estimated to be $660, 
or $60 per airplane.
    The FAA estimates that it will take approximately 210 work hours 
per airplane to accomplish the modification required by paragraph (c) 
of the AD, at an average labor rate of $60 per work hour. The FAA also 
estimates that required parts will cost approximately $45,000 per 
airplane. Based on these figures, the cost impact of this modification 
required by this AD on U.S. operators is estimated to be $633,600, or 
$57,600 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.

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, 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

[[Page 39540]]

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:

2000-13-03 McDonnell Douglas: Amendment 39-11802. Docket 2000-NM-49-
AD.
    Applicability: Model DC-8 series airplanes that have been 
converted from a passenger to a cargo-carrying (``freighter'') 
configuration in accordance with Supplemental Type Certificate (STC) 
SA1063SO; certificated in any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise 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 (e) 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 opening of the cargo door while the airplane is in 
flight, and consequent rapid decompression of the airplane including 
possible loss of flight control or severe structural damage, 
accomplish the following:

Actions Addressing the Main Deck Cargo Door

    (a) Within 60 days after the effective date of this AD, 
accomplish a general visual inspection of the wire bundle of the 
main deck cargo door between the exit point of the cargo liner and 
the attachment point on the main deck cargo door to detect crimped, 
frayed, or chafed wires; and perform a general visual inspection for 
damaged, loose, or missing hardware mounting components. If any 
crimped, frayed, or chafed wire, or damaged, loose, or missing 
hardware mounting component is detected, prior to further flight, 
repair in accordance with FAA-approved maintenance procedures.

    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.''

    (b) Within 60 days after the effective date of this AD, revise 
the Limitations Section of the appropriate FAA-approved Airplane 
Flight Manual Supplement (AFMS) for STC SA1063SO by inserting 
therein procedures to ensure that the main deck cargo door is fully 
closed, latched, and locked prior to dispatch of the airplane, and 
install any associated placards. The AFMS revision procedures and 
installation of any associated placards shall be accomplished in 
accordance with a method approved by the Manager, Los Angeles 
Aircraft Certification Office (ACO), FAA, Transport Airplane 
Directorate.

Actions Addressing the Main Deck Cargo Door Systems

    (c) Within 18 months after the effective date of this AD, 
accomplish the actions specified in paragraphs (c)(1), (c)(2), 
(c)(3), (c)(4), and (c)(5) of this AD in accordance with a method 
approved by the Manager, Los Angeles ACO.
    (1) Modify the indication system of the main deck cargo door to 
indicate to the pilots whether the main deck cargo door is fully 
closed, latched, and locked;
    (2) Modify the mechanical and hydraulic systems of the main deck 
cargo door to eliminate detrimental deformation of elements of the 
door latching and locking mechanism;
    (3) Install a means to visually inspect the locking mechanism of 
the main deck cargo door;
    (4) Install a means to remove power to the door while the 
airplane is in flight;
    (5) Install a means to prevent pressurization to an unsafe level 
if the main deck cargo door is not fully closed, latched, and 
locked.
    (d) Compliance with paragraphs (c)(1), (c)(2), (c)(3), (c)(4), 
and (c)(5) of this AD constitutes terminating action for the 
requirements of paragraphs (a) and (b) of this AD, and the AFMS 
revision and placards may be removed.

Alternative Methods of Compliance

    (e) 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. 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 Permit

    (f) 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.

Effective Date

    (g) This amendment becomes effective on August 1, 2000.

Appendix 1

Excerpt from an FAA Memorandum to Director-Airworthiness and Technical 
Standards of ATA, dated March 20, 1992

    ``(1) Indication System:
    (a) The indication system must monitor the closed, latched, and 
locked positions, directly.
    (b) The indicator should be amber unless it concerns an outward 
opening door whose opening during takeoff could present an immediate 
hazard to the airplane. In that case the indicator must be red and 
located in plain view in front of the pilots. An aural warning is 
also advisable. A display on the master caution/warning system is 
also acceptable as an indicator. For the purpose of complying with 
this paragraph, an immediate hazard is defined as significant 
reduction in controllability, structural damage, or impact with 
other structures, engines, or controls.
    (c) Loss of indication or a false indication of a closed, 
latched, and locked condition must be improbable.
    (d) A warning indication must be provided at the door operators 
station that monitors the door latched and locked conditions 
directly, unless the operator has a visual indication that the door 
is fully closed and locked. For example, a vent door that monitors 
the door locks and can be seen from the operators station would meet 
this requirement.
    (2) Means to Visually Inspect the Locking Mechanism: There must 
be a visual means of directly inspecting the locks. Where all locks 
are tied to a common lock shaft, a means of inspecting the locks at 
each end may be sufficient to meet this requirement provided no 
failure condition in the lock shaft would go undetected when viewing 
the end locks. Viewing latches may be used as an alternate to 
viewing locks on some installations where there are other 
compensating features.
    (3) Means to Prevent Pressurization: All doors must have 
provisions to prevent initiation of pressurization of the airplane 
to an unsafe level, if the door is not fully closed, latched and 
locked.
    (4) Lock Strength: Locks must be designed to withstand the 
maximum output power of the actuators and maximum expected manual 
operating forces treated as a limit load. Under these conditions, 
the door must remain closed, latched and locked.
    (5) Power Availability: All power to the door must be removed in 
flight and it must not be possible for the flight crew to restore 
power to the door while in flight.
    (6) Powered Lock Systems: For doors that have powered lock 
systems, it must be shown by safety analysis that inadvertent 
opening of the door after it is fully closed, latched and locked, is 
extremely improbable.''

    Issued in Renton, Washington, on June 21, 2000.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-16234 Filed 6-26-00; 8:45 am]
BILLING CODE 4910-13-P