AD 2001-17-19

[Federal Register Volume 66, Number 166 (Monday, August 27, 2001)]
[Rules and Regulations]
[Pages 44950-44954]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 01-21394]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-69-AD; Amendment 39-12410; AD 2001-17-19]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-10 Series 
Airplanes, and KC-10A and KDC-10 (Military) Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to all McDonnell Douglas Model DC-10 series airplanes, and 
KC-10A and KDC-10 (military) airplanes, that requires certain 
modifications of the thrust reverser control and indication system and 
wiring on each engine. This amendment is prompted by a determination 
that the current thrust reverser systems do not adequately preclude 
unwanted deployment of a thrust reverser. These actions are necessary 
to prevent unwanted deployment of a thrust reverser, which could 
significantly jeopardize continued safety of flight and landing of the 
airplane.

DATES: Effective October 1, 2001.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of October 1, 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: Data 
and Service Management, Dept. C1-L5A (D800-0024). 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: Philip Kush, Aerospace Engineer, 
Propulsion Branch, ANM-140L, FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137; 
telephone (562) 627-5263; 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 all McDonnell Douglas Model DC-10 
series airplanes, and KC-10A and KDC-10 (military) airplanes, was 
published in the Federal Register on April 28, 2000 (65 FR 24894). That 
action proposed to require certain modifications of the thrust reverser 
control and indication system and wiring on each engine.

Comments

    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 Proposed AD

    One commenter supports the proposed AD.

Compliance Time

    Three commenters inquired about the proposed compliance time.
    One commenter asks that the compliance time of within 18 months or 
12,000 flight hours after the effective date of this AD, whichever 
occurs first, as specified in paragraph (a) of the proposed AD, be 
extended to within 24 months or 12,000 flight hours. The commenter 
notes that McDonnell Douglas Service Bulletin DC10-78-060, dated 
December 17, 1999, requires concurrent accomplishment of McDonnell 
Douglas DC-10 Service Bulletin 78-40, Revision 1, dated July 24, 1979. 
The commenter states that it intends to accomplish the referenced 
service bulletins concurrently, and concludes that the modifications 
should be accomplished during heavy maintenance due to extensive 
access.
    The FAA concurs with the commenter that the compliance time for 
accomplishment of the modification required by paragraph (a) of the 
final rule may be extended to 24 months or 12,000 flight hours after 
the effective date of this AD, whichever occurs first. Based on 
information supplied by the commenter and the manufacturer, we 
acknowledge that a compliance time of within 24 months or 12,000 flight 
hours corresponds more closely to the operators' normal maintenance 
schedules. We have determined that this extension will not adversely 
affect safety. But we have concluded that a compliance time of within 
24 months or 12,000 flight hours after the effective date of this AD, 
whichever occurs first, represents the maximum interval in which the 
affected airplanes could continue to operate without

[[Page 44951]]

compromising safety. Paragraph (a) of the final rule has been revised 
accordingly.
    A second commenter asks that the compliance time of within 5 years 
after the effective date of this AD for accomplishment of the thrust 
reverser wiring modification and installation of an additional locking 
system, as specified in paragraphs (b) and (c) of the proposed AD, be 
extended to within 6 years or 26,000 flight hours. The commenter states 
that the 5-year compliance time will require it to accomplish this 
extensive modification work at the airplane heavy check interval (3 
years or 13,800 flight cycles for the commenter), and adds that the 
work should be accomplished at its major check interval (6 years or 
26,000 flight hours). The commenter notes that the major check provides 
for maximum airplane access, and allows sufficient time to accomplish 
this work. The commenter also states that the proper time to install 
the indication circuit modification, as specified in paragraph (a) of 
the proposed AD, is concurrently with the sync-lock wiring and hardware 
installations.
    A third commenter asks for clarification as to why the 
modifications specified in paragraphs (b) and (c) of the proposed AD 
must be accomplished within 5 years. The commenter states that the 
proposed 5-year compliance time for implementing these numerous 
modifications is very aggressive when compared to the safe operating 
records of Model DC-10 series airplanes; particularly because of the 
few, if any, occurrences of in-flight thrust reverser deployment. The 
commenter adds that the proposed compliance time could cause the 
unscheduled removal of airplanes from revenue service, possibly for an 
extended period of time, due to the overall scope of the modifications 
involved in the proposed AD. Additionally, many operators will be 
competing for limited industrial resources where Model DC-10 series 
airplanes can be modified within the proposed compliance time. The 
commenter plans to convert its DC-10 fleet to an MD-10 fleet between 
the years 2001 and 2007, and during that time the commenter states that 
it could incorporate this complex lock system modification. The 
conversion project alone will consume significant industrial 
modification capabilities of several aviation maintenance vendors.
    The FAA does not concur with the commenters that the compliance 
time of within 5 years after the effective date of this AD for 
accomplishment of the thrust reverser wiring modification and 
installation of an additional locking system, as required by paragraphs 
(b) and (c) of this AD, should be extended to within 6 years or 26,000 
flight hours, whichever occurs later. In developing an appropriate 
compliance time for these actions, the FAA considered not only the 
degree of urgency associated with addressing the subject unsafe 
condition, but the manufacturer's recommendation as to an appropriate 
compliance time, and the practical aspect of accomplishing the required 
modification and installation within an interval of time that parallels 
normal scheduled maintenance for the majority of affected operators. In 
light of these factors, the FAA finds a 5-year compliance time for 
completing the modification and installation to be warranted, in that 
it represents an appropriate interval of time allowable for affected 
airplanes to continue to operate without compromising safety.
    We also have noted the problem the second commenter will have 
meeting the compliance deadline because of lack of manpower and 
resources for accomplishment of the modifications in a timely manner. 
However, under the provisions of paragraph (d) of this AD, the FAA may 
approve requests for adjustments to the compliance time if data are 
submitted to substantiate that such an adjustment would provide an 
acceptable level of safety.

Installation of Additional Locking System

    One commenter disagrees with the proposed installation of an 
additional locking device as specified in paragraph (c) of the proposed 
AD. The commenter states that the installation should not be required 
if all other proposed actions are accomplished. The commenter's reasons 
and the FAA responses follow:
    1. An acceptable level of reliability is achieved and maintained by 
accomplishing the thrust reverser health checks at the intervals 
specified in McDonnell Douglas Alert Service Bulletin DC10-78A056, 
dated January 19, 1998 (``C'' checks). As part of an intensive 
maintenance program, many other thrust reverser components are also 
inspected during the ``C'' checks.
    The FAA does not concur. We have determined that periodic 
inspections and tests (thrust reverser health checks) are a means of 
verifying proper operation of the thrust reverser components, but do 
not provide an adequate level of safety for the remainder of the life 
of the fleet of Model DC-10 series airplanes due to latent and 
maintenance failure modes.
    2. There have only been a few ``known'' in-flight deployments of 
the thrust reverser, and no major control problems resulted from those. 
The cause of these in-flight deployments is known, and modifications 
have been implemented to prevent future occurrences. Based on the 
favorable history of in-flight deployments, availability of preventive 
maintenance programs and modifications, and favorable flight simulator 
testing, the possibility of an in-flight deployment and subsequent 
flight control problems is highly unlikely.
    The FAA does not concur. We recognize that in-flight thrust 
reverser deployments have occurred on Model DC-10 series airplanes in 
certain flight conditions with no significant airplane controllability 
problems being reported. However, the FAA has been unable to establish 
that acceptable airplane controllability would be achieved following 
such a deployment. The FAA finds that, in the event of thrust reverser 
deployment during high-speed climb using high engine power, or during 
cruise, the airplane may not be controllable.
    3. The cost to install an additional locking device on the affected 
airplanes would be more than 4.2 million dollars.
    The FAA's response to the significant cost incurred by installing 
an additional locking device on affected airplanes is discussed in the 
section titled, ``Cost Impact Information.''
    4. Experience acquired over the last 27 years has shown that the 
basic thrust reverser control system, as designed, is far too complex 
and difficult to maintain. Currently, there are over 15 separate 
components for each of the thrust reverser control systems that can 
prevent an inadvertent in-flight deployment. The proposed modification 
(installation of an additional locking device) will increase the number 
of electromechanical devices and wiring circuits. The commenter 
concludes that, for the reasons specified, additional reliability and 
maintainability problems will occur, and there will be an increase in 
the number of thrust reversers that fail to deploy when the airplane 
lands.
    The FAA does not concur. This AD addresses an unsafe condition 
identified as deployment of a thrust reverser during flight and 
requires the installation of an additional thrust reverser system 
locking feature to correct that unsafe condition. We have determined 
that the installation and modification required by paragraphs (b) and 
(c) of this AD are necessary because the thrust reverser system does 
not provide an adequate level of safety for the remainder of the life 
of the fleet of Model DC-10 series airplanes. We agree that the 
required modification (installation of an additional locking

[[Page 44952]]

device) will increase the electromechanical devices and wiring 
circuits, adding to the complexity of the thrust control system design. 
However, the increased reliability provided by the additional locking 
system will result in fewer in-flight deployments and will not 
significantly increase the number of thrust reversers that fail to 
deploy when the airplane lands.

Maintenance Issues

    One commenter asks if technical data and other related maintenance 
documents will be available when the final rule is released. The 
commenter states that the service bulletins referenced in the proposed 
AD (not the referenced drawings that specify concurrent accomplishment 
of the actions), indicate that certain technical manuals will be 
affected. However, the commenter is not aware of the release of any 
technical data updates with changes related to the specified 
modifications. The commenter adds that, without adequate maintenance 
information, operators cannot properly maintain this new system after 
implementation. The commenter concludes that the final rule should not 
be released until all maintenance support issues (review of related 
technical data and maintenance documents) of the modifications are 
resolved, available, and ready for use.
    The FAA does not concur. It is the responsibility of the 
manufacturer to provide the operators with technical data and other 
maintenance documents related to continued airworthiness. This includes 
updates with changes that affect the subject modifications. It is the 
operator's responsibility to implement related changes upon receipt. If 
the commenter is not receiving updated documentation from the 
manufacturer, the commenter should contact the manufacturer and request 
that any revised data that relates to the modifications required by 
this final rule be provided without delay. No change to the final rule 
is necessary in this regard.

Recertified Airplanes

    One commenter states that it is the lead airline in the conversion 
and recertification of Model DC-10 series airplanes to Model MD-10 
series airplanes. The commenter notes that the proposed AD and related 
service information do not address Model DC-10 series airplanes that 
will be recertified as Model MD-10 series airplanes. Accomplishment of 
the service bulletins referenced in paragraph (a) of the proposed AD 
within 18 months will result in installation of some modifications, and 
then removal of the installed modifications as the airplanes are 
converted. The commenter adds that the 18-month requirement, during 
implementation of airplane conversions, is an unnecessary expenditure 
of time and materials, because some of the modifications are 
subsequently removed during the conversion process.
    The FAA does not concur. Most of the design changes required by 
this AD are incorporated into the MD-10 type design; therefore, most of 
the modifications would not have to be removed upon conversion. 
Additionally, this modification is required to reposition the reverser 
indications so that the pilot flying the airplane can immediately react 
in the event of an unwanted thrust reverser deployment. If this 
modification is not accomplished within the time specified, continued 
safety of flight could be jeopardized in the event of unwanted thrust 
reverser deployment.

Cost Impact Information

    One commenter asserts that the proposed AD underestimates the work 
hours required to accomplish the proposed modifications (modify thrust 
reverser wiring and install additional locking system). The commenter 
states that the cost impact information is close to their own estimate 
of approximately $631,000 per airplane, which applies the same $60 per 
work hour labor rate, but then an additional 40% higher labor 
requirement is added by the commenter (plus higher cost for some 
materials), for accomplishment of the modifications specified in 
paragraphs (b) and (c) of the proposed AD. The commenter adds that 
accomplishing the modifications will have a significant financial 
impact on all Model DC-10 operators.
    The commenter further notes that the proposed AD does not include 
sufficient information to adequately support maintenance planning after 
the airplane modifications are accomplished. Since the modifications 
are new and quite extensive, component and cost breakdowns of the 
numerous kits specified in the service bulletins referenced in the 
proposed AD should be included in the proposed AD and/or the service 
bulletins. This includes the modifications specified in the Middle 
River Aircraft Systems drawings. Such information would enable 
operators to conduct spares forecasting and support other maintenance 
planning requirements for this new airplane subsystem. Further, since 
the referenced service bulletins are not adequate in this area, the 
proposed AD should not be released until the missing information is 
included in the proposal and/or the service bulletins, to allow 
operators to assess the total impact of the cost of the modifications 
and plan accordingly.
    The FAA infers that the commenter is asking that the cost impact 
information in the final rule be revised to reflect the estimate 
derived from the information provided (above). The FAA does not concur 
with the commenter's request. As specified in the ``Cost Impact'' 
section of the proposed AD, ``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.''
    Furthermore, the FAA considers it inappropriate to attribute the 
costs associated with maintenance planning after the modifications are 
accomplished to the cost of the AD. This is because it is the 
operators' responsibility to provide their own forecasting maintenance 
and planning schedules, as well as any associated costs. Therefore, no 
change to the final rule is necessary in this regard.

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 change previously 
described. The FAA has determined that this change will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Cost Impact

    There are approximately 409 Model DC-10 series airplanes and KC-10A 
and KDC-10 (military) airplanes of the affected design in the worldwide 
fleet.
    For airplanes listed in McDonnell Douglas DC-10 Service Bulletin 
DC10-78-060, (301 U.S.-registered airplanes) described below:
    For General Electric powered airplanes (277 U.S.-registered 
airplanes): It will take approximately 56 work hours per airplane to 
accomplish the modification of the indication light system, at an 
average labor rate of $60 per work hour. Required parts will cost 
between $6,419 and $11,315 per airplane. Based on these figures, the 
cost impact of this required modification is estimated to be between 
$9,779 and $14,675 per airplane.
    For Pratt & Whitney-powered airplanes (24 U.S.-registered 
airplanes): It will take approximately 140 work hours per airplane to 
accomplish the

[[Page 44953]]

modification of the indication light system, at an average labor rate 
of $60 per work hour. Required parts will cost between $8,753 and 
$12,674 per airplane. Based on these figures, the cost impact of this 
required modification is estimated to be between $17,153 and $21,074 
per airplane.
    For airplanes listed in McDonnell Douglas DC-10 Service Bulletin 
78-40 (179 U.S-registered airplanes): It will take approximately 10 
work hours per airplane to accomplish the installation of a thrust 
reverser interlock, at an average labor rate of $60 per work hour. 
Required parts will be obtained from the operator's stock. Based on 
these figures, the cost impact of this required installation is 
estimated to be $107,400, or $600 per airplane.
    For airplanes listed in McDonnell Douglas Service Bulletin DC10-78-
7 (56 U.S-registered airplanes): It will take approximately 52 work 
hours per airplane to accomplish the modification of the overpressure 
shutoff valve, at an average labor rate of $60 per work hour. Required 
parts will cost approximately $2,100 per airplane. Based on these 
figures, the cost impact of this required modification is estimated to 
be $292,320, or $5,220 per airplane.
    For airplanes listed in Rohr Service Bulletin MDC-CNS 78-41 (3 
U.S.-registered airplanes): It will take approximately 6 work hours per 
airplane to accomplish the wiring modification, at an average labor 
rate of $60 per work hour. Based on these figures, the cost impact of 
this required wiring modification is estimated to be $1,080, or $360 
per airplane.
    For airplanes listed in McDonnell Douglas DC-10 Service Bulletin 
78-061 (284 U.S.-registered airplanes): It will take between 222 and 
364 work hours per airplane to accomplish the installation of 
provisional wiring, at an average labor rate of $60 per work hour. 
Required parts will cost between $11,216 and $17,986 per airplane. 
Based on these figures, the cost impact of this required installation 
is estimated to be between $24,536 and $39,826 per airplane.
    For airplanes on which Middle River Aircraft Systems Modification 
Drawing 537L68229 or 537L68231 is accomplished (284 U.S.-registered 
airplanes): It will take 96 work hours per airplane to accomplish the 
installation of the mounting hardware for the electromechanical locking 
system for the thrust reversers, at an average labor rate of $60 per 
work hour. Required parts will cost approximately $14,307 per airplane. 
Based on these figures, the cost impact of this required installation 
is estimated to be $5,699,028, or $20,067 per airplane.
    For airplanes listed in McDonnell Douglas Service Bulletin DC10-78-
062 (284 U.S.-registered airplanes): It will take approximately 622 
work hours per airplane to accomplish the installation of an additional 
thrust reverser locking system, at an average labor rate of $60 per 
work hour. Required parts will cost approximately $236,000 per 
airplane. Based on these figures, the cost impact of this required 
installation is estimated to be $77,622,880, or $273,320 per airplane.
    For airplanes on which Middle River Aircraft Systems Modification 
Drawing 537L68230 or 537L68232 is accomplished (284 U.S.-registered 
airplanes): It will take 32 work hours per airplane to accomplish the 
installation of the electromechanical locking system for the thrust 
reversers, at an average labor rate of $60 per work hour. Required 
parts will cost approximately $252,856 per airplane. Based on these 
figures, the cost impact of this required installation is estimated to 
be $72,356,384, or $254,776 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.


Sec. 39.13  [Amended]

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

2001-17-19  McDonnell Douglas: Amendment 39-12410. Docket 2000-NM-
69-AD.

    Applicability: All Model DC-10 series airplanes and KC-10A and 
KDC-10 (military) 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 (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 prevent unwanted deployment of a thrust reverser, which could 
significantly jeopardize continued safety of flight and landing of 
the airplane, accomplish the following:

Thrust Reverser System Modifications

    (a) For all airplanes: Within 24 months or 12,000 flight hours 
after the effective date of this AD, whichever occurs first, modify 
the position indicator light system for each thrust reverser in 
accordance with Part 3 of the Accomplishment Instructions in 
McDonnell Douglas Service Bulletin DC10-78-060, dated December 17, 
1999. Prior to or concurrent with accomplishment of the

[[Page 44954]]

service bulletin, install the thrust reverser interlocks as 
specified in McDonnell Douglas DC-10 Service Bulletin 78-40, 
Revision 1, dated July 24, 1979, and accomplish the requirements in 
paragraph (a)(1) or (a)(2) of this AD, as applicable. The 
requirements of this paragraph must be accomplished prior to or 
concurrent with the requirements of paragraph (b) or (c) of this AD, 
as applicable.
    (1) For General Electric-powered airplanes: Modify the 
overpressure shutoff valve light circuits in accordance with 
McDonnell Douglas DC-10 Service Bulletin 78-7, Revision 1, dated 
April 17, 1975.
    (2) For Pratt and Whitney-powered airplanes: Modify the left and 
right thrust reverser wire harnesses in accordance with Rohr Service 
Bulletin MDC-CNS 78-41, dated June 11, 1999.
    (b) For Model DC-10-10, -10F, -15, -30, and -30F series 
airplanes; and KC-10A and KDC-10 (military) airplanes; listed in 
McDonnell Douglas Service Bulletin DC10-78-061, dated February 9, 
2000: Within 5 years after the effective date of this AD, accomplish 
the thrust reverser wiring modification on each engine in accordance 
with Part 3 of the Accomplishment Instructions of the service 
bulletin. Concurrent with accomplishment of this service bulletin, 
accomplish Middle River Aircraft Systems Modification Drawing 
537L68229 (for CF6-50-powered airplanes) or 537L68231 (for CF6-6-
powered airplanes), as applicable.
    (c) For Model DC-10-10, -10F, -15, -30, and -30F series 
airplanes; and KC-10A and KDC-10 (military) airplanes; listed in 
McDonnell Douglas Service Bulletin DC10-78-062, dated February 14, 
2000: Within 5 years after the effective date of this AD, install an 
additional locking system on each thrust reverser in accordance with 
Part 3 of the Accomplishment Instructions in the service bulletin. 
Concurrent with accomplishment of this service bulletin, accomplish 
Middle River Aircraft Systems Modification Drawing 537L68230 (for 
CF6-50-powered airplanes) or 537L68232 (for CF6-6-powered 
airplanes), as applicable.

Alternative Methods of Compliance

    (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 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 Permits

    (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.

Incorporation by Reference

    (f) The actions shall be done in accordance with the following 
service information, as applicable:

                                     Table 1.--Referenced Service Documents
----------------------------------------------------------------------------------------------------------------
                Service document                     Revision level                        Date
----------------------------------------------------------------------------------------------------------------
McDonnell Douglas Service Bulletin DC10-78-060.  Original..............  December 17, 1999.
McDonnell Douglas Service Bulletin DC10-78-061.  Original..............  February 9, 2000.
McDonnell Douglas Service Bulletin DC10-78-062.  Original..............  February 14, 2000.
McDonnell Douglas DC-10 Service Bulletin 78-7..  1.....................  April 17, 1975.
McDonnell Douglas DC-10 Service Bulletin 78-40.  1.....................  July 24, 1979.
Middle River Aircraft Systems Modification       Original..............  May 18, 1999.
 Drawing 537L68229.
Middle River Aircraft Systems Modification       Original..............  May 18, 1999.
 Drawing 537L68230.
Middle River Aircraft Systems Modification       Original..............  May 18, 1999.
 Drawing 537L68231.
Middle River Aircraft Systems Modification       Original..............  May 18, 1999.
 Drawing 537L68232.
Rohr Service Bulletin MDC-CNS 78-41............  Original..............  June 11, 1999.
----------------------------------------------------------------------------------------------------------------

Revision 1 of McDonnell Douglas DC-10 Service Bulletin 78-7 contains 
the following list of effective pages:

----------------------------------------------------------------------------------------------------------------
                                           Revision level shown on
              Page number                           page                          Date shown on page
----------------------------------------------------------------------------------------------------------------
1, 3, 10, 12, 13, 21...................  1.........................  April 17, 1975.
2, 4-9, 11, 14-20, 22..................  Original..................  December 7, 1972.
----------------------------------------------------------------------------------------------------------------

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: Data and Service Management, Dept. C1-L5A (D800-
0024). 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.

Effective Date

    (g) This amendment becomes effective on October 1, 2001.

    Issued in Renton, Washington, on August 17, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-21394 Filed 8-24-01; 8:45 am]
BILLING CODE 4910-13-U