AD 2001-24-14

[Federal Register Volume 66, Number 239 (Wednesday, December 12, 2001)]
[Rules and Regulations]
[Pages 64135-64138]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 01-30190]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-291-AD; Amendment 39-12531; AD 2001-24-14]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-9-10, -20, -
30, -40, and -50 Series Airplanes; C-9 Airplanes; and Model DC-9-81, -
82, -83, and -87 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-9-10, -20, -30, -40, 
and -50 series airplanes; C-9 airplanes; and Model DC-9-81, -82, -83, 
and -87 series airplanes, that requires an inspection of the power 
feeder bus cables of the auxiliary power unit (APU) for overheat damage 
between certain fuselage stations; and corrective action(s), if 
necessary. This action is necessary to prevent loose terminal stud 
connections and consequent damage to the small copper terminals, which 
could result in overheating of the wires at the terminal strip. Such 
overheating could cause an electrical failure and could result in smoke 
and fire in the electrical/electronic compartment. This action is 
intended to address the identified unsafe condition.

DATES: Effective January 16, 2002.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of January 16, 2002.

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: Elvin Wheeler, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130L, FAA, Los Angeles Aircraft 
Certification Office, 3960 Paramount Boulevard, Lakewood, California 
90712-4137; telephone (562) 627-5344; 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-9-10, -20, -30, -40, and -50 series airplanes; C-9 airplanes; Model 
DC-9-81, -82, -83, and -87 series airplanes; and Model MD-88 airplanes 
was published in the Federal Register on July 23, 2001 (66 FR 38170). 
That action proposed to require an inspection of the power feeder bus 
cables of the auxiliary power unit (APU) for overheat damage between 
certain fuselage stations; and corrective action(s), if necessary.

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.

[[Page 64136]]

Request To Allow Continued Operation of the Airplane With Damaged 
Wiring

    One commenter requests that the FAA revise paragraph (c) of the 
proposed AD to allow for continued operation of the airplane with 
damaged wiring provided that the APU electrical power is not used per 
the Master Minimum Equipment List (MMEL). The commenter states that 
such a change would allow for any extensive wiring repairs to be 
programmed for maintenance stations where the necessary tools and 
materials are available.
    The FAA does not concur. We have determined that, due to the safety 
implications and consequences associated with such overheat damage, any 
subject power feeder bus cable that is found to be damaged must be 
repaired or replaced before further flight. We do not consider it 
appropriate to render the APU inoperative and allow continued operation 
on a revenue bearing flight with a known discrepancy until such a time 
that the required repair or replacement can be accomplished. No change 
to the final rule is necessary in this regard.

Request To Delay Issuance of Final Rule

    One commenter requests that issuance of the final rule be delayed 
until the Work Instructions of McDonnell Douglas Alert Service Bulletin 
DC9-24A072, Revision 01, dated May 22, 2000 (which is referenced as the 
appropriate source of service information in this AD), are revised. The 
commenter provides several examples of information that needs to be 
clarified and that is missing.
    The FAA does not agree with the commenter's request to delay 
issuance of the final rule. We do agree to clarify the following 
information provided by the commenter:
    1. The commenter states that ``View A-A'' of the referenced service 
bulletin should pertain to Group 2 airplanes, as well as Group 1 
airplanes. However, the FAA notes that on page 1 of 16 in the 
referenced service bulletin, it states ``Group 1--Applicable to 
airplanes, which have not been modified by prior issue of this service 
bulletin, equipped with APU feeder cables that require inspection, 
terminal stud stackup revision and torquing nameplate.'' The key words 
here are ``requires terminal stud stackup revision, and torquing 
nameplate.'' These words are not found in the Group 2 definition on 
page 1 of 16. View A-A refers to the name plate and stacking.
    2. The commenter states that no term codes were given in the 
referenced service bulletin. The FAA notes that term code 1184 is 
called out in the referenced service bulletin on page 10. Paragraph K. 
on page 8 of the referenced service bulletin references Douglas Process 
Standard (DPS) 1.834-40.2. The term code can be found in Table 5.2 in 
the DPS. The DPS also references the Standard Wiring Practices Manual 
(SWPM), Chapter 20. The term code also can be found in 20-00-16, page 
298.6 and page 243 (details for termination) in DPS 1.834-40.2.
    3. The commenter states that no crimp tool code had been noted in 
the referenced service bulletin. The FAA notes that the crimp tool code 
can be found in DPS 1.834-40.2, Table 5.1, which is referenced in the 
service bulletin. It can also be found in SWPM 20-20-03, page 290.
    4. The commenter states that no torque value was given in the 
referenced service bulletin. The FAA notes that the torque value can be 
found on the nameplate pertaining to the affected terminal strip. It 
also can be found in SWPM 20-00-03.
    5. The commenter states that there was no requirement for a 
continuity check after the repair. The FAA notes that the continuity 
check can be found in the referenced service bulletin on page 12, 
paragraph 3.C.

Explanation of Change to Applicability

    The airplane manufacturer has informed the FAA that, although the 
effectivity of McDonnell Douglas Alert Service Bulletin DC9-24A072, 
Revision 01, dated May 22, 2000, specifies ``MD-80,'' the listing of 
affected manufacturer's fuselage numbers does NOT include Model MD-88 
airplanes. McDonnell Douglas Model MD-88 airplanes are not subject to 
the identified unsafe condition. Therefore, we have removed that 
airplane model from the applicabilty of the final rule.

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 550 Model DC-9-10, -20, -30, -40, and -50 
series airplanes; C-9 airplanes; and Model DC-9-81, -82, -83, and -87 
series airplanes of the affected design in the worldwide fleet. The FAA 
estimates that 450 airplanes of U.S. registry will be affected by this 
AD, that it will take approximately 1 work hour per airplane to 
accomplish the required inspection, and that the average labor rate is 
$60 per work hour. Based on these figures, the cost impact of the AD on 
U.S. operators is estimated to be $27,000, or $60 per airplane.
    The cost impact figure discussed above is 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:

[[Page 64137]]

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:

2001-24-14  McDonnell Douglas: Amendment 39-12531. Docket 99-NM-291-
AD.

    Applicability: Model DC-9-10, -20, -30, -40, and -50 series 
airplanes; C-9 airplanes; and Model DC-9-81, -82, -83, and -87 
series airplanes; as listed in McDonnell Douglas Alert Service 
Bulletin DC9-24A072, Revision 01, dated May 22, 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 (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 electrical failure due to overheated wires at the 
terminal strip, which could result in smoke and fire in the 
electrical/electronic compartment, accomplish the following:

General Visual Inspection

    (a) Within 1 year after the effective date of this AD, do a 
general visual inspection of the power feeder bus cables of the 
auxiliary power unit (APU) for overheat damage between fuselage 
stations Y=160.000 (Item No. S3-287) and Y=148.000 (Item No. S3-23), 
per McDonnell Douglas Alert Service Bulletin DC9-24A072, Revision 
01, dated May 22, 2000.

    Note 2: 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 drop-light, 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 checked.''

Condition 1 (No Evidence of Damage)

    (b) If no damage is detected during the inspection required by 
paragraph (a) of this AD, do the applicable action specified in 
paragraph (b)(1) or (b)(2) of Table 1 of this AD, per McDonnell 
Douglas Alert Service Bulletin DC9-24A072, Revision 01, dated May 
22, 2000. Table 1 is as follows:

                                              Table 1.--Condition 1
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    For airplanes identified in the
  referenced service bulletin as * * *               Action                                 By
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(1) Group 1............................  Revise the wiring installation  Before further flight.
                                          and replace the nameplate
                                          with a new nameplate.
(2) Group 2............................  Revise the wiring installation  Before further flight.
(3) Group 3............................  No further action is required   [Reserved].
                                          by this AD.
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Condition 2 (Evidence of Damage)

    (c) If any damage is detected during the inspection required by 
paragraph (a) of this AD, do the applicable action(s) specified in 
paragraph (c)(1), (c)(2), or (c)(3) of Table 2 of this AD, per 
McDonnell Douglas Alert Service Bulletin DC9-24A072, Revision 01, 
dated May 22, 2000. Table 2 is as follows:

                                              Table 2.--Condition 2
----------------------------------------------------------------------------------------------------------------
    For airplanes identified in the
  referenced service bulletin as * * *               Action                                 By
----------------------------------------------------------------------------------------------------------------
(1) Group 1............................  (i) Repair or replace wiring    Before further flight.
                                          with new wiring; and.
                                         (ii) Revise wiring              Before further flight.
                                          installation; and.
                                         (iii) Replace nameplate with a  Before further flight.
                                          new nameplate.
(2) Group 2............................  (i) Repair or replace wiring    Before further flight.
                                          with new wiring; and.
                                         (ii) Revise wiring              Before further flight.
                                          installation.
(3) Group 3............................  (i) Repair wiring, or.........  Before further flight.
                                         (ii) Replace wiring with new    Before further flight.
                                          wiring.
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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. 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 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 McDonnell 
Douglas Alert Service Bulletin DC9-24A072, Revision 01, dated May 
22, 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: 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, 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 January 16, 2002.


[[Page 64138]]


    Issued in Renton, Washington, on November 28, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-30190 Filed 12-11-01; 8:45 am]
BILLING CODE 4910-13-U