Federal Register / Vol. 61, No. 110 / Thursday, June 6, 1996 / Rules and Regulations 28733

proposed rule or the FAA’s

determination of the cost to the public.

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed except for minor

editorial corrections. The FAA has

determined that these minor corrections

will not change the meaning of the AD

and will not add any additional burden

upon the public than was already

proposed.

Cost Impact

The FAA estimates that 2,810

airplanes in the U.S. registry will be

affected by this AD, that it will take

approximately 12 workhours (average of

8 workhours for Kit 763–917 and 16

workhours for Kit 764–028) per airplane

to accomplish the required installation,

and that the average labor rate is

approximately $60 an hour. Parts cost

approximately $300 per airplane. Based

on these figures, the total cost impact of

this AD on U.S. operators is estimated

to be $2,866,200 or $1,020 per airplane.

This figure is based on the assumption

that no affected airplane owner/operator

has accomplished the required

installation.

Piper has informed the FAA that

bulkhead reinforcement kits have been

distributed to equip at least 15 of the

affected airplanes. Assuming that each

of the kits has been incorporated on an

affected airplane, the cost impact of this

AD upon U.S. owners/operators of the

affected airplanes will be reduced by

$15,300 from $2,866,200 to $2,850,900.

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 copy of the final

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, 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 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing Airworthiness Directive (AD)

80–22–04, Amendment 39–3943, and by

adding a new AD to read as follows:

96–12–12 The New Piper Aircraft, Inc.

(formerly Piper Aircraft Corporation):

Amendment 39–9654; Docket No. 90–

CE–60–AD. Supersedes AD 80–22–04,

Amendment 39–3943.

Applicability: The following model and

serial number airplanes, certificated in any

category, that do not have either Piper Kit

764–028 or Piper Kit 763–917 incorporated at

the Fuselage Station (FS) 317.75 bulkhead

area:

Models Serial Nos.

PA31, PA31–300, and

PA31–325.

31–2 through 31–

7912039.

PA31–350 .................. 31–5001 through 31–

7952071.

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 (c) 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 within the next 100

hours time-in-service after the effective date

of this AD, unless already accomplished.

To prevent structural failure of the vertical

fin forward spar caused by cracks in the FS

317.75 bulkhead, which, if not detected and

corrected, could result in loss of control of

the airplane, accomplish the following:

(a) Inspect the upper section of the FS

317.75 bulkhead for cracks in accordance

with the INSTRUCTIONS section of Piper

Service Bulletin No. 636A, dated August 26,

1980.

(1) If any crack is found, prior to further

flight, incorporate Piper Kit 764–028 in

accordance with the instructions included

with that kit, revised June 18, 1990.

(2) If no crack is found, prior to further

flight, incorporate Piper Kit 763–917 in

accordance with the instructions included

with that kit, revised June 18, 1980.

(b) 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.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Atlanta Aircraft

Certification Office (ACO), Campus Building,

1701 Columbia Avenue, suite 2–160, College

Park, Georgia 30337–2748. The request shall

be forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

Note 3: Alternative methods of compliance

approved in accordance with AD 80–22–04

(superseded by this action) are not

considered approved as alternative methods

of compliance with this AD.

(d) The inspection required by this AD

shall be done in accordance with Piper

Service Bulletin No. 636A, dated August 26,

1980. The installation required by this AD

shall be done in accordance with the

instructions to Piper Kit 764–028, revised

June 18, 1990, or Piper Kit 763–917, revised

June 18, 1990, as applicable. 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 The

New Piper Aircraft, Inc., 2926 Piper Drive,

Vero Beach, Florida 32960. Copies may be

inspected at the FAA, Central Region, Office

of the Assistant Chief Counsel, Room 1558,

601 E. 12th Street, Kansas City, Missouri, or

at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

(e) This amendment (39–9654) supersedes

AD 80–22–04, Amendment 39–3943.

(f) This amendment (39–9654) becomes

effective on July 16, 1996. Issued in Kansas

City, Missouri, on May 30, 1996.

John R. Colomy,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–14174 Filed 6–5–96; 8:45 am]

BILLING CODE 4910–13–U
28734 Federal Register / Vol. 61, No. 110 / Thursday, June 6, 1996 / Rules and Regulations

14 CFR Part 39

[Docket No. 96–NM–61–AD; Amendment

39–9653; AD 96–12–11]

RIN 2120–AA64

Airworthiness Directives; Canadair

Model CL–215–1A10 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Canadair Model CL–

215–1A10 series airplanes. This action

requires repetitive inspections to detect

discrepancies of the microswitches

fitted at the water door actuator, and

replacement of any discrepant

microswitch. This action also requires a

terminating action for the repetitive

inspections. This amendment is

prompted by a report indicating that the

water doors on one airplane opened

inadvertently during flight, due to

corrosion of the microswitches fitted to

the water door actuator. The actions

specified in this AD are intended to

prevent such uncommanded opening of

the water doors, especially at high speed

during a takeoff run, a water pick-up

run, or a landing run, which could

cause damage to the airplane.

DATES: Effective June 21, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 21,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

August 5, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

61–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from

Bombardier, Inc., Canadair Aerospace

Group, P.O. Box 6087, Station Centreville, Quebec H3C 3G9, Canada. This

information may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, New York

Aircraft Certification Office, Engine and

Propeller Directorate, 10 Fifth Street,

Third Floor, Valley Stream, New York;

or at the Office of the Federal Register,

800 North Capitol Street, NW., suite

700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Michelle Maurer, Aerospace Engineer,

New York Aircraft Certification Office,

Systems & Flight Test Branch (ANE–

172), Engine and Propeller Directorate,

10 Fifth Street, Third Floor, Valley

Stream, New York 11581; telephone

(516) 256–7508; fax (516) 568–2716.

SUPPLEMENTARY INFORMATION: Transport

Canada Aviation, which is the

airworthiness authority for Canada, has

notified the FAA that an unsafe

condition may exist on all Canadair

Model CL–215–1A10 series airplanes.

Transport Canada Aviation advises that

there has been an incident in which the

water doors on one airplane

inadvertently opened during flight.

Investigation revealed that the cause of

this malfunction of the doors was due

to corrosion of the microswitches that

are fitted to the water door actuators.

The uncommanded opening of these

doors at high speed during the takeoff

run, water pick-up run, or landing run

could cause serious damage to the

airplane.

Explanation of Relevant Service

Information

Canadair has issued Alert Service

Bulletin 215–A363, dated March 16,

1987. This service bulletin describes

procedures for (1) performing repetitive

visual inspections to detect corrosion of

the microswitches fitted to the water

door actuator; (2) conducting repetitive

resistance checks and insulation checks

of the left-hand (LH) and right-hand

(RH) water door actuator microswitches;

and (3) replacing any discrepant

microswitch. Transport Canada

Aviation classified this service bulletin

as mandatory and issued Canadian

Airworthiness Directive CF–87–08 R1,

dated December 7, 1990, in order to

assure the continued airworthiness of

these airplanes in Canada.

Canadair also has issued Service

Bulletin 215–389, Revision 1, dated

September 30, 1991, which describes

procedures for modifying the water door

microswitches. The modification entails

replacing the LH and RH water door

actuator microswitches, installing a

relay channel and two relays, and

modifying related wiring. Transport

Canada Aviation has classified this

service bulletin as ‘‘recommended.’’

FAA’s Conclusions

This airplane model is manufactured

in Canada and is type certificated for

operation in the United States under the

provisions of section 21.29 of the

Federal Aviation Regulations (14 CFR

21.19) and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

Transport Canada Aviation has kept the

FAA informed of the situation described

above. The FAA has examined the

findings of Transport Canada Aviation,

reviewed all available information, and

determined that AD action is necessary

for products of this type design that are

certificated for operation in the United

States.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design registered in the United

States, this AD is being issued to

prevent the inadvertent opening of the

water doors during flight due to the

problems associated with corrosion of

the microswitches fitted at the water

door actuator. This AD requires

repetitive inspections to detect

discrepancies of these microswitches,

and replacement of any discrepant

microswitch. This AD requires

modification of the water door

microswitches as terminating action for

the repetitive inspections The actions

are required to be accomplished in

accordance with the service bulletins

described previously.

Differences Between this AD and

Related Canadian AD

Operators should note that this AD

differs from the related Canadian

Airworthiness Directive CF–87–08 R1 in

that this AD requires the

accomplishment of the terminating

action for the repetitive inspections of

the microswitches. The FAA has

determined that long term continued

operational safety will be better assured

by modifications or design changes to

remove the source of the problem, rather

than by repetitive inspections. Long

term inspections may not be providing

the degree of safety assurance necessary

for the transport airplane fleet. This,

coupled with a better understanding of

the human factors associated with

numerous repetitive inspections, has led

the FAA to consider placing less

emphasis on special procedures and

more emphasis on design

improvements. The modification

requirement of this AD is in consonance

with these considerations.

Cost Impact

None of the Model CL–215–1A10

series airplanes affected by this action

are on the U.S. Register. All airplanes

included in the applicability of this rule

currently are operated by non-U.S.

operators under foreign registry;

therefore, they are not directly affected

by this AD action. However, the FAA

considers that this rule is necessary to

ensure that the unsafe condition is
Federal Register / Vol. 61, No. 110 / Thursday, June 6, 1996 / Rules and Regulations 28735

addressed in the event that any of these

subject airplanes are imported and

placed on the U.S. Register in the future.

Should an affected airplane be

imported and placed on the U.S.

Register in the future, it would require

approximately 2 work hours to

accomplish the required inspections, at

an average labor charge of $60 per work

hour. Based on these figures, the cost

impact of these required inspections

would be $120 per airplane per

inspection.

Accomplishment of the terminating

modification would require

approximately 40 work hours, at an

average labor charge of $60 per work

hour. Required parts would cost

approximately $2,900 per airplane.

Based on these figures, the cost impact

of this required modification would be

$5,300 per airplane.

Determination of Rule’s Effective Date

Since this AD action does not affect

any airplane that is currently on the

U.S. register, it has no adverse economic

impact and imposes no additional

burden on any person. Therefore, notice

and public procedures hereon are

unnecessary and the amendment may be

made effective in less than 30 days after

publication in the Federal Register.

Comments Invited

Although this action is in the form of

a final rule and was not preceded by

notice and opportunity for public

comment, comments are invited on this

rule. Interested persons are invited to

comment on this 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 under the caption

ADDRESSES. All communications

received on or before the closing date

for comments will be considered, and

this rule may be amended in light of the

comments received. Factual information

that supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the 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 that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 96–NM–61–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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

adding the following new airworthiness

directive:

96–12–11 Canadair: Amendment 39–9653.

Docket 96–NM–61–AD.

Applicability: Model CL–215–1A10 series

airplanes, 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 (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 in the inadvertent opening of

the water doors due to corrosion associated

with the microswitches fitted to the water

door actuator, accomplish the following:

(a) Within 30 days after the effective date

of this AD, conduct an inspection to detect

discrepancies of the left-hand (LH) and righthand (RH) microswitches, part number (P/N)

21EN9–6, fitted to the water door actuator, in

accordance with paragraphs 2.D. and 2.E. of

the Accomplishment Instructions of Canadair

Alert Service Bulletin 215–A363, dated

March 16, 1987.

(b) If no discrepancy is detected during the

inspection required by paragraph (a) of this

AD, repeat the inspection in accordance with

the following schedule:

(1) For microswitches that have

accumulated less than 5 calendar years and

less than 1,000 total flight hours at the time

of the inspection: Repeat the inspection at

intervals not to exceed 240 flight hours.

(2) For microswitches that have

accumulated 5 or more calendar years, or

1,000 or more flight hours at the time of the

inspection: Repeat the inspection at intervals

not to exceed 50 flight hours.

(c) If any discrepancy is detected during an

inspection required by paragraph (a) or (b) of

this AD, prior to further flight, accomplish

the action specified in either paragraph (c)(1)

or (c)(2) of this AD:

(1) Replace the microswitch with a

serviceable microswitch of the same part

number in accordance with paragraph F. of

the Accomplishment Instructions of Canadair

Alert Service Bulletin 215–A363, dated

March 16, 1987. After replacement, repeat

the inspection in accordance with the

schedule specified in paragraph (b) of this

AD.

(2) Modify the water door microswitches in

accordance with Canadair Service Bulletin

215–389, Revision 1, dated September 30,

1991. Accomplishment of this modification

constitutes terminating action for the

repetitive inspection requirements of this

AD.

(d) Within 2 years after the effective date

of this AD, modify the water door

microswitches in accordance with Canadair

Service Bulletin 215–389, Revision 1, dated

September 30, 1991. This modification

constitutes terminating action for the

requirements of this AD.

Note 2: Accomplishment of this

modification in accordance with Canadair
28736 Federal Register / Vol. 61, No. 110 / Thursday, June 6, 1996 / Rules and Regulations

Service Bulletin 215–389, dated November

15, 1988, prior to the effective date of this

AD, is considered acceptable for compliance

with this paragraph.

(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, New York

Aircraft Certification Office (ACO), FAA,

Engine and Propeller Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, New York ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the New York ACO.

(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.

(g) The inspections shall be done in

accordance with Canadair Alert Service

Bulletin 215–A363, dated March 16, 1987.

The modification shall be done in accordance

with Canadair Service Bulletin 215–389,

Revision 1, dated September 30, 1991. 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

Bombardier, Inc., Canadair Aerospace Group,

P.O. Box 6087, Station Centre-ville, Quebec

H3C 3G9, Canada. Copies may be inspected

at the FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, New York

Aircraft Certification Office, Engine and

Propeller Directorate, 10 Fifth Street, Third

Floor, Valley Stream, New York; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(h) This amendment becomes effective on

June 21, 1996.

Issued in Renton, Washington, on May 30,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–14036 Filed 6–5–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 92–ANE–08; Amendment 39–

8781; AD 93–25–17]

Airworthiness Directives; General

Electric CT7 Series Turboprop and

Turboshaft Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; correction.

SUMMARY: This document makes a

correction to Airworthiness Directive

(AD) 93–25–17 applicable to General

Electric (GE) CT7 series turboprop and

turboshaft engines that was published in

the Federal Register on January 3, 1994

(59 FR 3). The docket number in the

header to the applicability section is

incorrect. This document corrects the

docket number. In all other respects, the

original document remains the same.

EFFECTIVE DATE: June 6, 1996.

FOR FURTHER INFORMATION CONTACT:

Dave Keenan, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (617) 238–7139,

fax (617) 238–7199.

SUPPLEMENTARY INFORMATION: A final

rule airworthiness directive applicable

to General Electric (GE) CT7 series

turboprop and turboshaft engines, was

published in the Federal Register on

January 3, 1994 (59 FR 3). The following

correction is needed:

§ 39.13 [Corrected]

On page 4, in the first column, in the

heading above the Applicability Section

of AD 93–25–17, in the second line,

‘‘Docket No. 93–ANE–08’’ is corrected

to read ‘‘Docket No. 92–ANE–08’’.

Issued in Burlington, Massachusetts, on

May 16, 1996.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 96–13888 Filed 6–5–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–56–AD; Amendment

39–9652; AD 96–12–10]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model MD–11 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain McDonnell

Douglas Model MD–11 series airplanes.

This action requires either the

application of a vapor sealant on the

back of the receptacle of the auxiliary

power unit (APU) power feeder cable; or

a visual inspection for gold-plating and

evidence of damage of the connector

contacts of the power feeder cable of the

APU generator, and various follow-on

actions. This amendment is prompted

by reports of burning and arcing of these

connector contacts. The actions

specified in this AD are intended to

reduce the potential for a fire hazard as

a result of such burning or arcing.

DATES: Effective June 21, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 21,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

August 5, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

56–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

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

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.

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;

telephone (310) 627–5347; fax (310)

627–5210.

SUPPLEMENTARY INFORMATION: The FAA

has received several reports of burning

and arcing of the connector contacts

(pins/sockets) of the power feeder cable

of the auxiliary power unit (APU)

generator on Model MD–11 series

airplanes. This condition was indicated

by the inability to electrically power the

airplane using APU generator power. In

all cases, the connector and receptacle

were heat-damaged beyond repair. The

associated power feeder cables also

sustained heat damage. Investigation

revealed that the connector contacts had

been nickel plated during production.

These connector contacts must be gold

plated to be able to withstand the loads

applied. Burning and arcing of the

connector contacts of the power feeder

cable of the APU generator, if not

corrected, could result in potential fire

hazard.