Federal Register / Vol. 65, No. 124 / Tuesday, June 27, 2000 / Rules and Regulations 39539

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.

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

39540 Federal Register / Vol. 65, No. 124 / Tuesday, June 27, 2000 / Rules and Regulations

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.

§ 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 FAAapproved 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 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.’’

(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