7930 Federal Register / Vol. 62, No. 35 / Friday, February 21, 1997 / Rules and Regulations

14 CFR Part 39

[Docket No. 96–NM–217–AD; Amendment

39–9934; AD 97–04–10]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model DC–9–80 Series

Airplanes, Model MD–88 Airplanes, and

Model MD–90 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to all McDonnell Douglas

Model DC–9–80 series airplanes, Model

MD–88 airplanes, and Model MD–90

airplanes, that currently requires

revising the Airplane Flight Manual

(AFM) to include limitations and

procedures to address situations in

which the autopilot or autothrottle fails

to disengage. That AD was prompted by

incidents in which the flightcrew was

unable to disconnect the autopilot or

autothrottle function from the engaged

position, due to a discrepancy in a

microswitch that is associated with the

operation of those functions. This

amendment requires an inspection of

the autopilot and autothrottle engage

switches located in the flight guidance

control panel, and installation of

improved switches. Accomplishment of

these actions will terminate the

previous requirement for the AFM

revision. The actions specified by this

AD are intended to ensure that the

autopilot and autothrottle disengage

when commanded to do so by the

flightcrew.

DATES: Effective March 28, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 28,

1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from McDonnell Douglas Corporation,

3855 Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Department C1–L51 (2–60). 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,

Transport Airplane Directorate, 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: J.

Kirk Baker, Aerospace Engineer,

Systems and Equipment Branch, ANM–

130L, FAA, Los Angeles Aircraft

Certification Office, 3960 Paramount

Boulevard, Lakewood, California 90712;

telephone (310) 627–5345; fax (310)

627–5210.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 96–12–21,

amendment 39–9664 (61 FR 29007, June

7, 1996), which is applicable to all

McDonnell Douglas Model DC–9–80

series airplanes, Model MD–88

airplanes, and Model MD–90 airplanes,

was published in the Federal Register

on September 30, 1996 (61 FR 51068).

The action proposed to continue to

require a revision of the Airplane Flight

Manual (AFM) to include limitations

and procedures to address situations in

which the autopilot or autothrottle fails

to disengage; this action was previously

required by AD 96–12–21. However, the

action also proposed to require an

inspection of the autopilot and

autothrottle engage switches located in

the flight guidance control panel

(FGCP), and replacement of the switches

with improved switches.

Accomplishment of these new actions

would constitute terminating action for

the previous requirement to revise the

AFM.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Support for the Proposal

Two commenters support the

proposed AD.

Request To Extend Compliance Time

Several commenters support the

intent of the proposed AD, but request

that the compliance time for

accomplishing the terminating action be

extended from the proposed 120 days to

as much as 3 years. These commenters

are concerned that not enough

replacement switches will be available

to support the fleet within the proposed

compliance time. One commenter, a

U.S. operator, states that it owns 310

FGCP’s that would need new switches

installed, and its maintenance facilities

currently can modify only 5 panels per

week; to meet the proposed compliance

schedule, this operator would have to

employ 2 additional full-time

mechanics at a cost of $80,000. One

commenter, another a U.S. operator,

states that Honeywell (the manufacturer

of the switches) has indicated that it

will not be able to supply the complete

number of needed switches within the

120-day time period; Honeywell

suggested that it will need at least 180

days just to produce the switches, and

more time will be required for ordering

and shipping.

The FAA concurs that the compliance

time can be extended. Honeywell has

advised the FAA that it has re-evaluated

the magnitude of the modification

program and finds that it will not have

an ample number of parts available to

support the proposed 120-day

compliance time for modification of the

U.S. fleet. Based on the information

provided by Honeywell, and in

consideration of the number of airplanes

that will be affected by the requirement

to install the new switches, the FAA has

determined that the compliance time

can be extended to 12 months.

Paragraph (c) of the final rule has been

revised accordingly. The FAA finds that

safety will not be compromised in the

interim, since the currently-required

AFM revision will remain in effect

during that time.

Request To Revise Cost Impact

Information

Several commenters suggest that the

cost impact information, which was

presented in the preamble to the

proposal, was underestimated. One

commenter points out that, although the

information in the referenced

McDonnell Douglas service bulletin may

indicate that only 1.5 work hours are

required to accomplish the terminating

action, that figure only reflects the labor

necessary for removal and reinstallation of a modified FGCP. It does

not include the time that will be

required for in-house shop rework of the

parts (an additional 2 to 5 work hours)

or, for some operators, the time

necessary for removing the panels from

the airplane, shipping them to

Honeywell for modification, and

returning them to the operator for

installation (estimated to be as much as

270 days).

The FAA concurs that the cost impact

figures should be updated. In general,

the cost impact information relative to

AD actions includes only the direct

costs of the specific actions required by

the AD. The number of work hours

necessary to accomplish the terminating

action, specified as 1.5 work hours in

the proposal, represented the time

necessary to perform only the actions

actually required by the AD: inspection,

removal, installation, and a functional

check. That number was provided to the

FAA by the airframe manufacturer,

McDonnell Douglas, based on the best

data available at that time. A Honeywell

service bulletin that is related to the
Federal Register / Vol. 62, No. 35 / Friday, February 21, 1997 / Rules and Regulations 7931

actions required by this AD indicates

that 2.0 work hours would be required

for modification of the panel. In

consideration of this new information,

the FAA has revised the cost impact

information, below, to indicate that 3.5

work hours will be required to

accomplish the terminating action.

The FAA recognizes that, in

accomplishing the requirements of any

AD, operators may incur ‘‘incidental’’

costs in addition to the ‘‘direct’’ costs.

The cost analysis in AD rulemaking

actions, however, typically does not

include incidental costs, such as the

time required to gain access and close

up; planning time; ordering/shipping/

delivery time for parts, or the time

needed for other administrative actions.

Because incidental costs may vary

significantly from operator to operator,

they are almost impossible to calculate.

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 970 Model

DC–9–80 series airplanes, Model MD–88

airplanes, and Model MD–90 airplanes

of the affected design in the worldwide

fleet. The FAA estimates that 512

airplanes of U.S. registry will be affected

by this proposed AD.

The AFM revision that was previously

required by AD 96–12–21 and retained

in this new AD takes approximately 1

work hour per airplane to accomplish,

at an average labor rate of $60 per work

hour. Based on these figures, the cost

impact of the currently required actions

on U.S. operators is estimated to be

$30,720, or $60 per airplane.

The new actions that are required by

this new AD will take approximately 3.5

work hours per airplane to accomplish

(this figure includes inspection,

removal, modification, re-installation,

and a functional check), at an average

labor rate of $60 per work hour.

Required parts will be provided by the

manufacturer at no charge to operators.

Based on these figures, the cost impact

of the new requirements of this AD on

U.S. operators is estimated to be

$107,520, or $210 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.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects 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, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–9664 (61 FR

29007, June 7, 1996), and by adding a

new airworthiness directive (AD),

amendment 39–9934, to read as follows:

97–04–10 McDonnell Douglas: Amendment

39–9934. Docket 96–NM–217–AD.

Supersedes AD 96–12–21, Amendment

39–9664.

Applicability: Model DC–9–81 (MD–81),

DC–9–82 (MD–82), DC–9–83 (MD–83), DC–

9–87 (MD–87), and Model MD–88 airplanes,

as listed in McDonnell Douglas Service

Bulletin MD80–22–122, dated August 6,

1996; and Model MD–90 airplanes, as listed

in McDonnell Douglas Service Bulletin

MD90–22–005, dated August 6, 1996;

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 (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 ensure the flight crew’s ability to

continue to control the airplane manually if

the autopilot or autothrottle function fails to

disengage, accomplish the following:

(a) Within 14 days after June 24, 1996 (the

effective date of AD 96–12–21, amendment

39–9664), revise the Limitations section of

the FAA-approved Airplane Flight Manual

(AFM) to include the following statement.

This may be accomplished by inserting a

copy of this AD in the AFM.

If the autopilot or autothrottle fails to

disconnect normally, press and hold the

autopilot release button or either autothrottle

release button, as appropriate. Refer to the

Abnormal Procedures section for procedures

if the autopilot or autothrottle fails to

disconnect.

(b) Within 14 days after June 24, 1996 (the

effective date of AD 96–12–21, amendment

39–9664), revise the Abnormal Procedures

section of the FAA-approved AFM to include

the following information. This may be

accomplished by inserting a copy of this AD

in the AFM.

AUTOPILOT:

If the Autopilot (A/P) disconnects when

the AUTOPILOT RELEASE button on either

control wheel is depressed, and re-engages

when the AUTOPILOT RELEASE button is

released, accomplish the following

procedures:

PROCEDURE: Use Autopilot (as desired)

AUTOPILOT RELEASE button ....PRESS AND

HOLD

• Hold either yoke (yellow) Autopilot

Release button while continuing to fly the

aircraft manually. The A/P will remain

disengaged while depressing the button.

• When the Autopilot Release button is

released, the A/P will engage and all A/P

functions should work normally.

TO SILENCE THE AURAL WARNING:

CAWS C/B (P–38)....................................PULL

• Circuit breaker is located behind the

Captain’s seat.

• Pulling the C/B will disable the Stall

Warning SSRS–1, Landing Gear, Takeoff,

Cabin Altitude, Speed Brake aural warnings,

in addition to the Autopilot aural warning.
7932 Federal Register / Vol. 62, No. 35 / Friday, February 21, 1997 / Rules and Regulations

CAUTION:

Do not attempt to overpower the autopilot.

When the autopilot is engaged, applying

force to the column may allow the alternate

trim to reposition the stabilizer. If the force

is applied long enough, it will result in an

out-of-trim condition.’’

‘‘AUTOTHROTTLE:

If the Autothrottle (A/T) disconnects when

either throttle disconnect button is

depressed, and re-engages when throttle

disconnect button is released, accomplish the

following procedures:

PROCEDURE: Use Autothrottle System (as

desired)

WHEN A DISCONNECT IS NECESSARY:

AUTOTHROTTLE RELEASE

BUTTON PRESS AND HOLD

• Press and hold either button until

flashing red A/T annunciation is illuminated.

Flashing red light indicates autothrottle is

disconnected.

• AUTOTHROTTLE RELEASE BUTTON

may then be released.

• The FMA A/T window will annunciate

as though the A/T is engaged.

• The flashing red A/T annunciation of the

FMA cannot be extinguished with repeated

depression of the autothrottle release button.

• If the throttle levers are retarded to the

idle stop, the flashing red A/T annunciation

will extinguish, and the A/T system will reengage.

• If the DFGC is selected to the IAS mode

and the A/T SPEED mode is selected, the A/

T system will re-engage.’’

(c) Within 12 months after the effective

date of this AD, accomplish the inspection

and replacement of the autopilot and

autothrottle engage switches in the flight

guidance control panel (FGCP), in

accordance with the paragraphs 3., 3.A., and

3.B. of the Accomplishment Instructions of

McDonnell Douglas Service Bulletin MD80–

22–122, dated August 6, 1996 (for Model DC–

9–80 series airplanes and Model MD–88

airplanes); and McDonnell Douglas Service

Bulletin MD90–22–005, dated August 6, 1996

(for Model MD–90 airplanes). Once these

actions are completed, the AFM revision

required by paragraphs (a) and (b) of this AD

may be removed.

Note 2: The McDonnell Douglas service

bulletins referenced in this paragraph refer to

Honeywell Incorporated Service Bulletin

4034242–22–13 for additional service

instructions.

(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, Los

Angeles Aircraft Certification Office (ACO),

FAA, Transport Airplane Directorate.

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.

(e) 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.

(f) The actions shall be done in accordance

with McDonnell Douglas Service Bulletin

MD80–22–122, dated August 6, 1996 (for

Model DC–9–80 series airplanes and Model

MD–88 airplanes); and McDonnell Douglas

Service Bulletin MD90–22–005, dated August

6, 1996 (for Model MD–90 airplanes). 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

McDonnell Douglas Corporation, 3855

Lakewood Boulevard, Long Beach, California

90846, Attention: Technical Publications

Business Administration, Department C1–

L51 (2–60). Copies may be inspected at the

FAA, Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington; or at

the FAA, Transport Airplane Directorate, 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.

(g) This amendment becomes effective on

March 28, 1997.

Issued in Renton, Washington, on February

10, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–3844 Filed 2–20–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–ANE–15; Amendment 39–

9927; AD 97–04–04]

RIN 2120–AA64

Airworthiness Directives; AlliedSignal

Inc. GTCP85 Series Auxiliary Power

Units

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to AlliedSignal Inc. (formerly

Garrett Auxiliary Power Division)

GTCP85 Series auxiliary power units

(APUs), that currently requires

removing the existing turbine wheel

shroud and installing one constructed of

Hastelloy ‘‘S’’ material, or installing a

containment augmentation ring. This

amendment deletes the option of

installing a turbine shroud constructed

of Hastelloy ‘‘S’’ material. This

amendment is prompted by a report of

insufficient APU containment capability

with the Hastelloy ‘‘S’’ shroud alone

installed. The actions specified by this

AD are intended to prevent turbine

shroud fragments from exiting the APU

and puncturing the APU compartment,

which could result in reduced fire

extinguishing capability in the APU

compartment.

DATES: Effective March 24, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 24,

1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from AlliedSignal Aerospace, Attn: Data

Distribution, M/S 64–3/2101–201, P.O.

Box 29003, Phoenix, AZ 85038–9003;

telephone (602) 365–2493, fax (602)

365–5577. This information may be

examined at the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, 12 New England Executive

Park, Burlington, MA 01803–5299; or at

the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Robert Baitoo, Aerospace Engineer, Los

Angeles Aircraft Certification Office,

FAA, Transport Airplane Directorate,

3960 Paramount Blvd., Lakewood, CA

90712–4137; telephone (310) 627–5245;

fax (310) 627–5210.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 93–07–13,

Amendment 39–8545 (58 FR 21917,

April 26, 1993), which is applicable to

AlliedSignal Inc. (formerly Garrett

Auxiliary Power Division) GTCP85

Series auxiliary power units (APUs),

was published in the Federal Register

on August 12, 1996 (61 FR 41751). That

action proposed to require installing an

improved containment augmentation

ring, Part Number (P/N) 3616426–1, or

P/N 3616426–3, which is a redesigned

containment augmentation ring to allow

installation on certain APUs that cannot

accept the ¥1 containment

augmentation ring. The containment

augmentation rings, P/Ns 3616426–1

and 3616426-3, improve the

containment capability of the APU

relative to the earlier containment

augmentation ring, P/N 3612249–1, by

preventing turbine shroud fragments

from passing around the containment

augmentation ring. The installation

must be accomplished within 24

months after the effective date of this

AD, for flight operable APUs, and

within 36 months after the effective date

of this AD, for APUs that are operable

on the ground only. The actions would

be required to be accomplished in

accordance with AlliedSignal Aerospace

Alert Service Bulletin (ASB) No.