75612 Federal Register / Vol. 65, No. 233 / Monday, December 4, 2000 / Rules and Regulations

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

adding the following new airworthiness

directive:

2000–24–10 McDonnell Douglas:

Amendment 39–12017. Docket 2000–

NM–29–AD.

Applicability: Model MD–11 series

airplanes, as listed in McDonnell Douglas

Alert Service Bulletin MD11–24A180, dated

January 4, 2000; 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 (b) 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 insufficient clearance and

contact between the B7–28 bus and an

adjacent panel, which could result in arcing

damage, smoke, and/or fire in the upper main

circuit breaker panel, accomplish the

following:

Relocation

(a) Within 12 months after the effective

date of this AD, relocate the B7–28 bus

located in the upper main circuit breaker in

the rear cockpit observer’s station from the

lower to the upper terminals of the circuit

breakers in Row P in accordance with the

Accomplishment Instructions of McDonnell

Douglas Alert Service Bulletin MD11–

24A180, dated January 4, 2000.

Alternative Methods of Compliance

(b) 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. 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 2: 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

(c) 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.

Incorporation by Reference

(d) The relocation shall be done in

accordance with McDonnell Douglas Alert

Service Bulletin MD11–24A180, dated

January 4, 2000. 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 Aircraft

Group, Long Beach Division, 3855 Lakewood

Boulevard, Long Beach, California 90846,

Attention: Technical Publications Business

Administration, Dept. C1–L51 (2–60). Copies

may be inspected 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;

or at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

Effective Date

(e) This amendment becomes effective on

January 8, 2001.

Issued in Renton, Washington, on

November 22, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–30435 Filed 12–1–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–31–AD; Amendment

39–12018; AD 2000–24–11]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model MD–11 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model MD–11 series airplanes,

that currently requires a one-time

inspection to detect discrepancies at

certain areas around the entry light

connector of the sliding ceiling panel

above the forward passenger doors, and

repair, if necessary. For certain

airplanes, that AD also requires

installation or modification of a flapper

door ramp deflector on the forward

entry drop ceiling structure. For certain

other airplanes, that AD requires

inspection of the wire assembly support

installation for evidence of chafing, and

corrective actions, if necessary. For

certain airplanes subject to the existing

AD, as well as additional airplanes

being added to the applicability of this

AD, this action adds a requirement for

modification of a support bracket for the

ramp deflector assembly. This action is

necessary to prevent chafing of

electrical wire assemblies above the

forward passenger doors, which could

result in an electrical fire in the

passenger compartment. This action is

intended to address the identified

unsafe condition.

DATES: Effective January 8, 2001.

The incorporation by reference of

McDonnell Douglas Alert Service

Bulletin MD11–25A194, Revision 06,

dated January 27, 2000, as listed in the

regulations, is approved by the Director

of the Federal Register as of January 8,

2001.

The incorporation by reference of

McDonnell Douglas Alert Service

Bulletin MD11–25A194, Revision 05,

dated June 21, 1999; and McDonnell

Douglas Alert Service Bulletin MD11–

24A068, Revision 01, dated March 8,

1999, as listed in the regulations, was

approved previously by the Director of

the Federal Register as of March 23,

2000 (65 FR 8034, February 17, 2000).

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Aircraft

Group, Long Beach Division, 3855

Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Dept. 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, 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:

Brett Portwood, Aerospace Engineer,

Systems and Equipment Branch, ANM–

Federal Register / Vol. 65, No. 233 / Monday, December 4, 2000 / Rules and Regulations 75613

130L, FAA, Transport Airplane

Directorate, Los Angeles Aircraft

Certification Office, 3960 Paramount

Boulevard, Lakewood, California

90712–4137; telephone (562) 627–5350;

fax (562) 627–5210.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 2000–03–10,

amendment 39–11569 (65 FR 8034,

February 17, 2000), which is applicable

to certain McDonnell Douglas Model

MD–11 series airplanes, was published

in the Federal Register on July 27, 2000

(65 FR 46206). That action proposed to

continue to require a one-time

inspection to detect discrepancies at

certain areas around the entry light

connector of the sliding ceiling panel

above the forward passenger doors, and

repair, if necessary. For certain

airplanes, that action also proposed to

continue to require installation or

modification of a flapper door ramp

deflector on the forward entry drop

ceiling structure. For certain other

airplanes, that action also proposed to

continue to require inspection of the

wire assembly support installation for

evidence of chafing, and corrective

actions, if necessary. For certain

airplanes subject to the existing AD, as

well as additional airplanes being added

to the applicability of this new AD, that

action proposed to add a requirement

for modification of a support bracket for

the ramp deflector assembly.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 110

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

21 airplanes of U.S. registry will be

affected by this AD.

The inspection to detect discrepancies

around the entry light connector of the

slide ceiling panel above the forward

passenger doors that is currently

required by AD 2000–03–10 takes

approximately 2 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of this

currently required inspection on U.S.

operators is estimated to be $2,520, or

$120 per airplane.

For Group 1 airplanes as specified in

McDonnell Douglas Alert Service

Bulletin MD11–25A194, Revision 06

(approximately 16 airplanes of U.S.

registry), the installation of the flapper

door ramp deflector that is currently

required by AD 2000–03–10 takes

approximately 8 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour.

Required parts cost approximately $455

per airplane. Based on these figures, the

cost impact of this currently required

installation on U.S. operators of Group

1 airplanes is estimated to be $14,960,

or $935 per airplane.

For Group 2 airplanes as specified in

McDonnell Douglas Alert Service

Bulletin MD11–25A194, Revision 06

(approximately 8 airplanes of U.S.

registry), the installation of the flapper

door ramp deflector that is currently

required by AD 2000–03–10 takes

approximately 8 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour.

Required parts cost approximately $890

per airplane. Based on these figures, the

cost impact of this currently required

installation on U.S. operators of Group

2 airplanes is estimated to be $10,960,

or $1,370 per airplane.

For airplanes listed in McDonnell

Douglas Alert Service Bulletin MD11–

24A068, Revision 01, dated March 8,

1999 (approximately 21 airplanes of

U.S. registry), the inspection of the wire

assembly support installation that is

currently required by AD 2000–03–10

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 this

currently required inspection on U.S.

operators is estimated to be $1,260, or

$60 per airplane.

For airplanes in Groups 1 and 3 as

specified in McDonnell Douglas Alert

Service Bulletin MD11–25A194,

Revision 06 (approximately 18 airplanes

of U.S. registry), the new modification

that is required in this AD action will

take approximately 2 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of this

required modification on U.S. operators

is estimated to be $2,160, or $120 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, 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 39–11569 (65 FR

8034, February 17, 2000), and by adding

a new airworthiness directive (AD),

amendment 39–12018, to read as

follows:

2000–24–11 McDonnell Douglas:

Amendment 39–12018. Docket 2000–

NM–31-AD. Supersedes AD 2000–03–10,

Amendment 39–11569.

75614 Federal Register / Vol. 65, No. 233 / Monday, December 4, 2000 / Rules and Regulations

Applicability: Model MD–11 series

airplanes; as listed in McDonnell Douglas

Alert Service Bulletin MD11–25A194,

Revision 06, dated January 27, 2000; and

MD11–24A068, Revision 01, dated March 8,

1999; 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 (f) 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 chafing of electrical wire

assemblies above the forward passenger

doors, which could result in an electrical fire

in the passenger compartment, accomplish

the following:

Restatement of the Requirements of AD

2000–03–10

Detailed Visual Inspection

(a) For airplanes listed in McDonnell

Douglas Alert Service Bulletins

MD11–25A194, Revision 05, dated June 21,

1999, and MD11–24A068, Revision 01, dated

March 8, 1999: Within 10 days after

December 28, 1998 (the effective date of AD

98–25–11 R1, amendment 39–10988),

perform a detailed visual inspection of the

aircraft wiring to detect discrepancies that

include but are not limited to frayed, chafed,

or nicked wires and wire insulation in the

areas specified in paragraphs (a)(1) and (a)(2)

of this AD.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

(1) At the area of the forward drop ceiling

just outboard of mod block S3–735, and

forward and inboard of the light ballast for

the entry light on the sliding ceiling panel

above the forward left passenger door (1L) at

station location x = 24.75, y = 435, and z =

64.5.

(2) At the area above the forward right

passenger door (1R) at station location x =

¥30, y = 430, and z = 70 in the ramp

deflector assembly part number 4223570–

501.

Corrective Action

(b) If any discrepancy is detected during

the visual inspection required by paragraph

(a) of this AD, prior to further flight, repair

in accordance with Chapter 20, Standard

Wiring Practices of the MD–11 Wiring

Diagram Manual, dated January 1, 1998, or

April 1, 1998.

Inspection, Installation, and Modification

(c) For airplanes listed in McDonnell

Douglas Alert Service Bulletin MD11–

25A194, Revision 05, dated June 21, 1999; or

MD11–24A068, Revision 01, dated March 8,

1999: Within 6 months after March 23, 2000

(the effective date of AD 2000–03–10,

amendment 39–11569), accomplish the

actions specified in paragraphs (c)(1), (c)(2),

(c)(3), and (c)(4) of this AD, as applicable.

(1) For Group 1 airplanes listed in

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 05, dated June 21,

1999: Install a ramp deflector assembly on

the right side forward entry drop ceiling

structure in accordance with McDonnell

Douglas Alert Service Bulletin MD11–

25A194, Revision 05, dated June 21, 1999; or

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 06, dated January

27, 2000. After the effective date of this AD,

only Revision 06 of the alert service bulletin

shall be used.

(2) For Group 2 airplanes listed in

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 05, dated June 21,

1999: Install a ramp deflector assembly on

the right side forward entry drop ceiling

structure in accordance with McDonnell

Douglas Alert Service Bulletin MD11–

25A194, Revision 05, dated June 21, 1999; or

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 06, dated January

27, 2000. After the effective date of this AD,

only Revision 06 of the alert service bulletin

shall be used.

Note 3: Installation of a ramp deflector

assembly in accordance with McDonnell

Douglas Service Bulletin MD11–25–194,

dated March 15, 1996; Revision 01, dated

May 1, 1996; Revision 02, dated July 12,

1996; Revision 03, dated December 12, 1996;

or Revision 04, dated March 8, 1999, is

acceptable for compliance with the

requirements of paragraph (c)(2) of this AD.

(3) For Group 3 airplanes listed in

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 05, dated June 21,

1999: Modify the previously installed ramp

deflector assembly bracket in accordance

with McDonnell Douglas Alert Service

Bulletin MD11–25A194, Revision 05, dated

June 21, 1999; or McDonnell Douglas Alert

Service Bulletin MD11–25A194, Revision 06,

dated January 27, 2000. After the effective

date of this AD, only Revision 06 of the alert

service bulletin shall be used.

(4) For airplanes listed in McDonnell

Douglas Alert Service Bulletin MD11–

24A068, Revision 01, dated March 8, 1999:

Perform a general visual inspection of the

wire assembly support installation for

evidence of chafing, in accordance with the

service bulletin. If any chafing is detected,

prior to further flight, repair or replace any

discrepant part with a new part in

accordance with the service bulletin.

Note 4: 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 check.’’

New Requirements of this AD

One-Time Inspection

(d) For airplanes other than those

identified in paragraph (a) of this AD: Within

10 days after the effective date of this AD,

perform a detailed visual inspection of the

aircraft wiring to detect discrepancies that

include but are not limited to frayed, chafed,

or nicked wires and wire insulation in the

areas specified in paragraphs (a)(1) and (a)(2)

of this AD. If any discrepancy is found, prior

to further flight, repair in accordance with

the requirements of paragraph (b) of this AD.

Note 5: Accomplishment of the inspection

required by paragraph (a) of AD 98–25–11

R1, amendment 39–10988, prior to the

effective date of this AD is acceptable for

compliance with paragraph (d) of this AD.

Modification

(e) For airplanes listed in Group 3 of

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 06, dated January

27, 2000: Within 6 months after the effective

date of this AD, modify the ramp deflector

assembly support bracket on the right side

forward entry door drop ceiling structure, in

accordance with McDonnell Douglas Alert

Service Bulletin MD11–25A194, Revision 06,

dated January 27, 2000.

Alternative Methods of Compliance

(f) 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. 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 6: 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 Permits

(g) 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.

Incorporation by Reference

(h) The actions provided by paragraphs

(c)(1), (c)(2), (c)(3), (c)(4), and (e) of this AD

shall be done in accordance with McDonnell

Douglas Alert Service Bulletin MD11–

25A194, Revision 05, dated June 21, 1999;

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 06, dated January

27, 2000; or McDonnell Douglas Alert Service

Bulletin MD11–24A068, Revision 01, dated

March 8, 1999; as applicable.

Federal Register / Vol. 65, No. 233 / Monday, December 4, 2000 / Rules and Regulations 75615

(1) The incorporation by reference of

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 06, dated January

27, 2000, is approved by the Director of the

Federal Register in accordance with 5 U.S.C.

552(a) and 1 CFR part 51.

(2) The incorporation by reference of

McDonnell Douglas Alert Service Bulletin

MD11–25A194, Revision 05, dated June 21,

1999; and McDonnell Douglas Alert Service

Bulletin MD11–24A068, Revision 01, dated

March 8, 1999, was approved previously by

the Director of the Federal Register as of

March 23, 2000 (65 FR 8034, February 17,

2000).

(3) Copies may be obtained from Boeing

Commercial Aircraft Group, Long Beach

Division, 3855 Lakewood Boulevard, Long

Beach, California 90846, Attention: Technical

Publications Business Administration, Dept.

C1–L51 (2–60). Copies may be inspected at

the FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Los Angeles

ACO, 3960 Paramount Boulevard, Lakewood,

California; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

Effective Date

(i) This amendment becomes effective on

January 8, 2001.

Issued in Renton, Washington, on

November 22, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–30436 Filed 12–1–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–33–AD; Amendment

39–12019; AD 2000–24–12]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model MD–11 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 MD–11 series airplanes,

that requires an inspection to detect

chafing or damage of the electrical wires

leading to the terminal strips in the

center accessory compartment (CAC)

area; and corrective actions, if

necessary. This amendment also

requires revising the wire connection

stack up of certain cable terminals at the

electrical power center bays in the CAC,

and replacing certain terminal strips

with new strips and removing

applicable nameplates at electrical

power center bays. This action is

necessary to prevent arcing and

sparking damage to the power feeder

cables, terminal strips, and adjacent

structure, and consequent smoke and

fire in the CAC. This action is intended

to address the identified unsafe

condition.

DATES: Effective January 8, 2001. The

incorporation by reference of certain

publications listed in the regulations is

approved by the Director of the Federal

Register as of January 8, 2001.

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Aircraft

Group, Long Beach Division, 3855

Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Dept. 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, 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:

Brett Portwood, Aerospace Engineer,

Systems and Equipment Branch, ANM–

130L, FAA, Transport Airplane

Directorate, Los Angeles Aircraft

Certification Office, 3960 Paramount

Boulevard, Lakewood, California

90712–4137; telephone (562) 627–5350;

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 MD–11 series airplanes

was published in the Federal Register

on July 27, 2000 (65 FR 46211). That

action proposed to require an inspection

to detect chafing or damage of the

electrical wires leading to the terminal

strips in the center accessory

compartment (CAC) area; and corrective

actions, if necessary. That action also

proposed to require revising the wire

connection stack up of certain cable

terminals at the electrical power center

bays in the CAC, and replacing certain

terminal strips with new strips and

removing applicable nameplates at

electrical power center bays.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 151 Model

MD–11 series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 59 airplanes of U.S.

registry will be affected by this AD, that

it will take approximately between 6

and 8 work hours per airplane

depending on the configuration of the

airplane to accomplish the required

actions, and that the average labor rate

is $60 per work hour. Required parts

will cost approximately between $1,091

and $1,256 per airplane depending on

the configuration of the airplane. Based

on these figures, the cost impact of the

AD on U.S. operators is estimated to be

between $85,609 and $102,424, or

between $1,451 and $1,736 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