[Federal Register Volume 66, Number 247 (Wednesday, December 26, 2001)]
[Rules and Regulations]
[Pages 66304-66307]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-31550]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-280-AD; Amendment 39-12565; AD 2001-26-01]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-8 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to certain McDonnell Douglas Model DC-8 series airplanes 
that have been converted from a passenger-to a cargo-carrying 
(``freighter'') configuration. This amendment requires, among other 
actions, modification of the main deck cargo door structure and 
fuselage structure; modification of a main deck cargo door hinge; 
modification of the main deck cargo floor; and installation of a main 
deck cargo 9g crash barrier; as applicable. The actions specified by 
this AD are intended to prevent opening of the cargo door while the 
airplane is in flight or collapse of the main deck cargo floor, and 
consequent rapid decompression of the airplane including possible loss 
of flight control or severe structural damage. These actions are 
intended to address the identified unsafe condition.

DATES: Effective January 30, 2002.

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, 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, 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 September 27, 2000 (65 FR 58185). That action 
proposed to require, among other actions, modification of the main deck 
cargo door structure and fuselage structure; modification of a main 
deck cargo door hinge; modification of the main deck cargo floor; and 
installation of a main deck cargo 9g crash barrier; as applicable.

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. 
However, the FAA did receive comments in response to notice of proposed 
rulemaking (NPRM), Rules Docket 2000-NM-283-AD. Because certain issues 
raised by the commenter are generally relevant to this AD, those 
comments are discussed below.

Request To Revise Compliance Times

    One commenter requests that the compliance times specified in 
paragraph (b) of the proposed be revised from ``Within 2 years or 2,000 
flight cycles after the effective date of this AD, whichever occurs 
first'' to ``within 3 years or 4,000 flight cycles after the effective 
date of this AD, whichever occurs first.'' The commenter contends that 
if the inspection and evaluation required by that paragraph reveals a 
discrepancy, the corrective modification will be extensive. The 
commenter states that such an extension would allow operators to 
correct discrepancies at one maintenance visit, and thus, minimize 
airplane downtime.
    The FAA agrees. Since issuance of the NPRM, we have gained a better

[[Page 66305]]

understanding of the design feature of the original modification 
relative to the vertical side restraint installation and decompression 
venting. We have determined that the structure is sufficiently robust, 
and that accomplishing the required inspection, evaluation, and 
modification, if necessary, required by paragraph (b) of this AD 
``within 3 years or 4,000 flight hours after the effective date of this 
AD, whichever occurs first,'' will provide an acceptable level of 
safety. For the same reasons, we also find that the 2-year compliance 
time for the modification required by paragraph (e) of this AD can be 
extended to ``within 3 years or 4,000 flight hours after the effective 
date of this AD, whichever occurs first.'' Therefore, we have revised 
the compliance times of paragraphs (b) and (e) of the final rule 
accordingly.

Request To Provide an Alternate Means of Compliance

    The commenter also requests that paragraph (a)(2)(i) of the 
proposed AD be revised to include an option that states: ``Main deck 
zone loading can be limited as approved by manager LA ACO in such a 
manner that no modification is required for the main deck floor 
structure. This will eliminate the requirement for Alternate Means of 
Compliance.'' The commenter notes that under the heading ``3. 
Capability of the Unmodified Floor'' in the preamble of the proposed 
AD, it states ``It is also possible to limit the main deck zone loading 
to a level that the main deck cargo floor can be supported safely 
without modification.'' The commenter states that the analysis 
performed by the DC-8 Cargo Conversion Joint Task Force and FAA has 
shown that the main deck floor modified per Supplemental Type 
Certificate (STC) SA1862SO is capable of carrying the zone loads 
equivalent to Aeronavali modified airplanes.
    The FAA consulted with the commenter to clarify its reference to 
paragraph (a)(2)(i) of the proposed AD. The commenter meant to refer to 
paragraph (c) of the proposed AD. We do not agree with the commenter's 
request to revise paragraph (c) of the final rule. We find that the 
option suggested by the commenter would require operators to obtain a 
separate approval from the Manager of the Los Angeles Aircraft 
Certification Office (ACO). Adding the commenter's statement in the AD 
would not save us or the operators any resources, because, like the 
requirements of paragraph (c) of this AD, it also would require 
operators to submit a letter and substantiating data to us for review. 
The difference between the two letters would be in name only (i.e., 
alternate method of compliance vs. approved method of compliance). 
Therefore, no change to paragraph (c) of the final rule is necessary.

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 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. The following 
table shows the estimated cost impact for airplanes affected by this 
AD. The average labor rate is $60 per work hour. The estimated maximum 
total cost for all airplanes affected by this AD is $2,192,520, or 
$199,320 per airplane.

----------------------------------------------------------------------------------------------------------------
                                                         Work hours      Parts cost
            STC                       Action             (estimated)     (estimated)     Total cost (estimated)
----------------------------------------------------------------------------------------------------------------
SA1063SO..................  Incorporation of                        8             N/A  $5,280 or $480 per
                             inspections into                                           airplane.
                             maintenance or
                             inspection program.
SA1063SO..................  Modification of main deck             205            $700  $143,000, or $13,000 per
                             cargo door structure and                                   airplane.
                             fuselage structure.
SA1063SO..................  Inspection of exposed                  16             N/A  $10,560, or $960 per
                             surfaces of main deck                                      airplane.
                             cargo door hinge.
SA1063SO..................  Inspection of mating                   16             N/A  $10,560, or $960 per
                             surfaces of main deck                                      airplane.
                             cargo door hinge.
SA1063SO..................  Installation of a main                 60            $200  $41,800, or $3,800 per
                             deck cargo door hinge.                                     airplane.
SA1377SO..................  Inspection and evaluation              16             N/A  $10,560, or $960 per
                             of the cargo handling                                      airplane.
                             system.
SA1377SO..................  Modification of main deck             120          $1,000  $90,200, or $8,200 per
                             cargo floor.                                               airplane.
SA1377SO..................  Inspection and evaluation              16             N/A  $10,560, or $960 per
                             of the venting system.                                     airplane.
SA1377SO..................  Installation of main deck           2,000         $50,000  $1,870,000, or $170,000
                             cargo 9g crash barrier.                                    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

[[Page 66306]]

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 Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

2001-26-01 McDonnell Douglas: Amendment 39-12565. Docket 2000-NM-
280-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 Certificates 
(STC) SA1063SO and SA1377SO; 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 (i) 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 or collapse of the main deck cargo floor, 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 and Associated Fuselage 
Structure

    (a) For airplanes that have been converted from a passenger-to a 
cargo-carrying (``freighter'') configuration in accordance with STC 
SA1063SO: Accomplish the actions specified in paragraphs (a)(1) and 
(a)(2) of this AD in accordance with a method approved by the 
Manager, Los Angeles Aircraft Certification Office (ACO), FAA.
    (1) Within 1 year or 1,200 flight cycles after the effective 
date of this AD, whichever occurs first, incorporate inspections 
into the operator's FAA-approved maintenance or inspection program 
that ensure the continued operational safety of the airplane. These 
inspections should be based on a damage tolerance assessment that 
identifies any principal structural element (PSE) associated with 
the STC modification and should include associated inspection 
thresholds, inspection methods, and repetitive inspection intervals.
    (2) Within 3 years or 4,000 flight cycles after the effective 
date of this AD, whichever occurs first, accomplish the actions 
specified in paragraphs (a)(2)(i) and (a)(2)(ii) of this AD.
    (i) Modify the main deck cargo door structure and fuselage 
structure immediately surrounding the main deck cargo door to comply 
with the applicable requirements of Civil Air Regulations (CAR) part 
4b.
    (ii) Incorporate inspections into the operator's FAA-approved 
maintenance or inspection program that ensure the continued 
operational safety of the airplane. These inspections should be 
based on a damage tolerance assessment that identifies any PSE 
associated with the STC modification required by paragraph (a)(2)(i) 
of this AD and should include associated inspection thresholds, 
inspection methods, and repetitive inspection intervals.

Actions Addressing the Main Deck Cargo Floor

    (b) For airplanes that have been converted from a passenger-to a 
cargo-carrying (``freighter'') configuration in accordance with STC 
SA1377SO: Within 3 years or 4,000 flight cycles after the effective 
date of this AD, whichever occurs first, perform an inspection and 
evaluation of the cargo handling system to determine if the side 
restraints provide the support required by the unit load device 
(ULD), in accordance with a method approved by the Manager, Los 
Angeles ACO. If any vertical side restraint does not provide the 
required support, within 3 years or 4,000 flight cycles after the 
effective date of this AD, whichever occurs first, modify the 
vertical side restraint to provide the support appropriate to the 
ULD's compatible with the cargo handling system, in accordance with 
a method approved by the Manager, Los Angeles ACO.
    (c) For airplanes that have been converted from a passenger-to a 
cargo-carrying (``freighter'') configuration in accordance with STC 
SA1377SO: Within 3 years or 4,000 flight cycles after the effective 
date of this AD, whichever occurs first, modify the main deck cargo 
floor to safely carry the applicable FAA-approved payload limits 
above and below the main deck cargo floor. The modification and 
payload distribution shall be accomplished in accordance with a 
method approved by the Manager, Los Angeles ACO. The modification 
must comply with the applicable requirements of CAR part 4b for the 
FAA-approved payload distribution.
    (d) For airplanes that have been converted from a passenger-to a 
cargo-carrying (``freighter'') configuration in accordance with STC 
SA1377SO, except for those airplanes that have been modified in 
accordance with paragraph (c) of this AD: Within 1 year or 1,000 
flight cycles after the effective date of this AD, whichever occurs 
first, perform an inspection and evaluation of the venting system of 
the main deck cargo floor to determine if the system limits 
decompression loads to a level that can be carried by the floor 
structure without failure, in accordance with a method approved by 
the Manager, Los Angeles ACO.
    (e) If, based on the evaluation required by paragraph (d) of 
this AD, the venting system does not limit decompression loads to a 
level that can be carried by the floor structure without failure, 
within 3 years or 4,000 flight cycles after the effective date of 
this AD, whichever occurs first, modify the venting system, as 
necessary, to limit the decompression loads to a level that can be 
supported successfully by the existing floor structure, in 
accordance with a method approved by the Manager, Los Angeles ACO.

Actions Addressing Main Deck Cargo Door Hinge

    (f) For airplanes that have been converted from a passenger- to 
a cargo-carrying (``freighter'') configuration in accordance with 
STC SA1063SO: Within 250 flight cycles after the effective date of 
this AD, perform a detailed visual inspection to detect cracks of 
the exposed surfaces of the main deck cargo door hinge (both 
fuselage and door side hinge elements), in accordance with a method 
approved by the Manager, Los Angeles ACO. If any crack is detected, 
prior to further flight, repair in accordance with a method approved 
by the Manager, Los Angeles ACO, or replace the cracked hinge 
element with a new, like part.

    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.

    (g) For airplanes that have been converted from a passenger- to 
a cargo-carrying (``freighter'') configuration in accordance with 
STC SA1063SO: Within 3 years or 4,000 flight cycles after the 
effective date of this AD, whichever occurs first, accomplish the 
actions specified in paragraphs (g)(1) and (g)(2) of this AD in 
accordance with a method approved by the Manager, Los Angeles ACO.
    (1) Perform a detailed visual inspection to detect cracks or 
other discrepancies (i.e., double or closely drilled holes, 
corrosion, chips, scratches, or gouges) of the mating surfaces of 
the main deck cargo door hinge, skin of the main deck cargo door, 
and external fuselage doubler underlying the hinge. If any 
discrepancy is detected, prior to further flight, repair the 
discrepant part.
    (2) Install a main deck cargo door hinge that complies with the 
applicable requirements of CAR part 4b, including fail-safe 
requirements.

[[Page 66307]]

Actions Addressing Main Deck Cargo 9g Crash Barrier

    (h) For airplanes that have been converted from a passenger- to 
a cargo-carrying (``freighter'') configuration in accordance with 
STC SA1377SO: Within 3 years or 4,000 flight cycles after the 
effective date of this AD, whichever occurs first, install a main 
deck cargo 9g crash barrier that complies with the applicable 
requirements of CAR part 4b, in accordance with a method approved by 
the Manager, Los Angeles ACO.

Alternative Methods of Compliance

    (i) 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, 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 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

    (j) 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

    (k) This amendment becomes effective on January 30, 2002.

    Issued in Renton, Washington, on December 13, 2001.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-31550 Filed 12-21-01; 8:45 am]
BILLING CODE 4910-13-U