AD 2002-08-17

[Federal Register Volume 67, Number 85 (Thursday, May 2, 2002)]
[Rules and Regulations]
[Pages 21981-21983]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 02-10248]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-NM-110-AD; Amendment 39-12729; AD 2002-08-17]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-10-10, DC-
10-10F, DC-10-15, DC-10-30, DC-10-30F, and DC-10-30F (KC10A and KDC-10) 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
is applicable to certain McDonnell Douglas Model DC-10-10, DC-10-10F, 
DC-10-15, DC-10-30, DC-10-30F, and DC-10-30F (KC10A and KDC-10) 
airplanes. This action requires revising the airplane flight manual to 
advise the flightcrew of necessary procedures if certain thrust 
reverser indicator lights illuminate or are inoperative, and locking 
out any affected thrust reverser under certain conditions. This action 
also provides for returning a thrust reverser to service after it has 
been locked out. This action is necessary to prevent an uncommanded in-
flight deployment of a thrust reverser, which could result in reduced 
controllability of the airplane. This action is intended to address the 
identified unsafe condition.

DATES: Effective May 17, 2002.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of May 17, 2002.
    Comments for inclusion in the Rules Docket must be received on or 
before July 1, 2002.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2002-NM-110-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except 
Federal holidays. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
<a href="/cdn-cgi/l/email-protection#261f0b47484b0b4f475445494b4b4348526640474708414950"><span class="__cf_email__" data-cfemail="83baaee2edeeaeeae2f1e0eceeeee6edf7c3e5e2e2ade4ecf5">[email&#160;protected]</span></a>. Comments sent via fax or the Internet must 
contain ``Docket No. 2002-NM-110-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    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). Information related to this AD 
may be examined at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; 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:
    Technical Information: Philip C. 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.
    Other Information: Judy Golder, Airworthiness Directive Technical 
Editor/Writer; telephone (425) 227-1119, fax (425) 227-1232. Questions 
or comments may also be sent via the Internet using the following 
address: <a href="/cdn-cgi/l/email-protection#08627d6c71266f67646c6d7a486e6969266f677e"><span class="__cf_email__" data-cfemail="5e342b3a27703931323a3b2c1e383f3f70393128">[email&#160;protected]</span></a>. Questions or comments sent via the 
Internet as attached electronic files must be formatted in Microsoft 
Word 97 for Windows or ASCII text.

SUPPLEMENTARY INFORMATION: The FAA has received a report that, on 
February 16, 2002, an uncommanded deployment of a thrust reverser 
occurred on the number 1 engine of a McDonnell Douglas Model DC-10-30 
airplane equipped with General Electric CF6-50 engines. The uncommanded 
deployment occurred following climb and level-out at 17,000 feet. The 
flightcrew reported severe buffeting of the airplane with yaw to the 
left and pitch-down of about five degrees. The ``REV UNLOCK'' light 
illuminated prior to onset of the buffeting. The flightcrew shut down 
the engine, dumped fuel, turned back to the departure airport, and 
landed the airplane. No injuries were reported among passengers or 
crew.
    Uncommanded deployment of a thrust reverser with a dual translating 
cowl requires a minimum of two failures: (1) the over pressure shut-off 
valve (OPSOV) must let pressure enter into the thrust reverser 
actuation system; and (2) the directional pilot valve (DPV) must 
command this pressure in the deploy direction. The cause of the 
presence of pressure in the thrust reverser system has not been 
determined.
    Results of a subsequent investigation by the engine manufacturer 
revealed that the DPV was misassembled during overhaul by the DPV 
manufacturer in 1997. The DPV was installed on the incident airplane in 
1999. The misassembly involved incorrect installation of a washer and 
bushing in the DPV piston/poppet subassembly. Results of vibration-
table testing showed that a DPV misassembled in this way could change 
positions from ``stow command'' to ``deploy command'' on its own. When 
a DPV is in the ``deploy command'' position, a single failure of the 
OPSOV could result in an uncommanded deployment of the thrust reverser 
during flight. This condition, if not corrected, could result in 
reduced controllability of the airplane.
    McDonnell Douglas Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30F, 
and DC-10-30F (KC10A and KDC-10) airplanes are equipped with the same 
or similar engines and thrust reverser systems as the Model DC-10-30 
airplane involved in the incident described previously. Therefore, 
these models may be subject to the same unsafe condition.

Explanation of Relevant Service Information

    The FAA has reviewed and approved Boeing DC-10 Minimum Equipment 
List Procedures Manual, Item 78-1, Revision 11, dated January 1999. 
Item 78-1 describes maintenance procedures for deactivating and locking 
a fan thrust reverser, as well as an optional method for deactivating 
and locking a fan thrust reverser.

[[Page 21982]]

Explanation of Terminating Action

    The FAA previously has issued AD 2001-17-19, amendment 39-12410 (66 
FR 44950, August 27, 2001), which applies to all McDonnell Douglas DC-
10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F, and DC-10-30F (KC10A 
and KDC-10) airplanes. Among other actions, that AD requires eventual 
installation of an additional locking system on each thrust reverser. 
Airplanes on which the additional locking system has been installed 
according to AD 2001-17-19 are not subject to this AD.

Other Relevant Rulemaking

    The FAA has recently issued emergency AD 2002-08-51, which is 
applicable to Airbus Model A300 B2 and B4 series airplanes equipped 
with General Electric CF6-50 engines. That AD requires deactivating 
both thrust reversers and revising the FAA-approved airplane flight 
manual (AFM) to impose performance penalties during certain takeoff 
conditions to ensure that safe and appropriate performance is achieved 
for airplanes on which both thrust reversers have been deactivated. 
That AD is intended to prevent an uncommanded in-flight deployment of a 
thrust reverser, which could result in reduced controllability of the 
airplane. Because the identified unsafe condition may be especially 
critical for Airbus Model A300 B2 and B4 series airplanes, the FAA 
found it appropriate to issue the action for those airplanes as an 
emergency AD.

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, this AD is 
being issued to prevent an uncommanded in-flight deployment of a thrust 
reverser, which could result in reduced controllability of the 
airplane. This AD requires revising the FAA-approved AFM to advise the 
flightcrew of necessary procedures if the ``REVERSER UNLOCK'' (also 
labeled ``REV IN TRANS'') or the ``REVERSER VALVE OPEN'' lights of 
engine 1 or engine 3 illuminate or are inoperative. This AD also 
requires locking out the affected thrust reverser if either of these 
lights illuminate or are inoperative or if a thrust reverser fails to 
stow after landing. This AD also provides for returning a thrust 
reverser to service after it has been locked-out.

Interim Action

    This is considered to be interim action until final action is 
identified, at which time the FAA may consider further rulemaking.

Determination of Rule's Effective Date

    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an 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.
    Submit comments using the following format:
    <bullet> Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
    <bullet> For each issue, state what specific change to the AD is 
being requested.
    <bullet> Include justification (e.g., reasons or data) for each 
request.
    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 2002-NM-110-AD.'' The postcard will be date-stamped 
and returned to the commenter.

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.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, 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:

2002-08-17  McDonnell Douglas: Amendment 39-12729. Docket 2002-NM-
110-AD.

    Applicability: Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, 
DC-10-30F, and DC-10-30F (KC10A and KDC-10) airplanes; certificated 
in any category; Except those on which an additional locking system 
has been installed on the thrust reverser on engine 1 and engine 3, 
according to paragraph (c) of AD 2001-17-19, amendment 39-12410.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability

[[Page 21983]]

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 an uncommanded in-flight deployment of a thrust 
reverser, which could result in reduced controllability of the 
airplane, accomplish the following:

Airplane Flight Manual Revision

    (a) Within 15 days after the effective date of this AD, revise 
the Limitations Section of the FAA-approved airplane flight manual 
(AFM) to include the following information (this may be accomplished 
by inserting a copy of this AD into the AFM):

THRUST REVERSER LIGHTS

    A. If the ``REVERSER UNLOCK'' (also labeled ``REV IN TRANS'') 
light of engine 1 or engine 3 or the ``REVERSER VALVE OPEN'' light 
of engine 1 or engine 3 illuminates, even if the aircraft behavior 
is normal (not accompanied by aircraft buffet, trim change, or 
performance degradation), the flightcrew must:

--Reduce the throttle to Flight Idle, AND
--Land at a suitable airport.

    B. Takeoff is not permitted if:
    1. Any of the conditions of A., above, have occurred, OR
    2. A thrust reverser did not stow after previous landing, OR
    3. Either the ``REVERSER UNLOCK'' (also labeled ``REV IN 
TRANS'') light of engine 1 or engine 3, or ``REVERSER VALVE OPEN'' 
light of engine 1 or engine 3, is inoperative.
    C. Takeoff is permitted only if the affected reverser(s) has 
been locked out.
    D. For landing with both wing thrust reversers deactivated:
    For Model DC-10-15, DC-10-30, DC-10-30F, and DC-10-30F (KC10A 
and KDC-10) airplanes, increase the required runway length by 10% 
under wet or contaminated runway conditions.
    For Model DC-10-10 and DC-10-10F airplanes, increase the 
required runway length by 22% under wet runway conditions, and 
increase the required runway length by 48% under contaminated runway 
conditions.
    E. For takeoff with both wing thrust reversers deactivated:
    For all airplane models, takeoff with both wing thrust reversers 
deactivated is prohibited under contaminated runway conditions. 
Increase the required runway length by 5% under wet runway 
conditions.''

Lock-out of Thrust Reverser

    (b) If the conditions in paragraph (b)(1) or (b)(2) of this AD 
occur: Before the next flight, lock out any affected thrust reverser 
by accomplishing both maintenance procedures for fan reverser 
deactivation and locking and the optional method for fan reverser 
deactivation and locking in Boeing DC-10 Minimum Equipment List 
(MEL) Procedures Manual, Item 78-1, Revision 11, dated January 1999, 
according to that document.
    (1) The ``REVERSER UNLOCK'' (also labeled ``REV IN TRANS'') 
light of engine 1 or engine 3, or the ``REVERSER VALVE OPEN'' light 
of engine 1 or engine 3, is inoperative or illuminates when the 
thrust reverser is in the stowed position.
    (2) A thrust reverser does not stow after landing.

Operation With a Locked-Out Thrust Reverser/Return to Service

    (c) An airplane may operate indefinitely with a thrust reverser 
that has been locked out according to this AD in lieu of MEL 
criteria. An operator may only return a locked-out thrust reverser 
to service when the cause of the condition that prompted the lock-
out of the thrust reverser (as specified in paragraph (b)(1) or 
(b)(2) of this AD, as applicable) has been determined and corrected. 
The corrective action must be approved by the Manager, Los Angeles 
Aircraft Certification Office (ACO), FAA. Operators must submit 
requests for such approvals through an appropriate FAA Principal 
Maintenance or Operations Inspector, who may add comments and then 
send it to the Manager, Los Angeles ACO. For a corrective action to 
be considered approved by the Manager, Los Angeles ACO, as required 
by this paragraph, the Manager's approval letter must specifically 
reference this AD.

Terminating Action

    (d) Installation of an additional locking system on each thrust 
reverser according to paragraph (c) of AD 2001-17-19, amendment 39-
12410, terminates the requirements of this AD. After that action has 
been accomplished, the AFM revision required by paragraph (a) of 
this AD may be removed from the AFM.

Alternative Methods of Compliance

    (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, Los Angeles ACO. Operators shall 
submit their requests through an appropriate FAA Principal 
Maintenance or Operations 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

    (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, with the following 
limitations:
    (1) The affected reverser must be in the stowed position before 
takeoff.
    (2) The affected engine must be shut down and isolated from 
bleed air.
    (3) The airplane may carry no passengers and only minimum crew.

Incorporation by Reference

    (g) The lock-out of an affected thrust reverser, if 
accomplished, shall be done in accordance with Boeing DC-10 Minimum 
Equipment List Procedures Manual, Item 78-1, Revision 11, dated 
January 1999, which contains the following list of effective pages:

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              Page number                      Date  shown on page
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Table of Contents......................  January 1999
Page 78-i..............................
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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; 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

    (h) This amendment becomes effective on May 17, 2002.


    Issued in Renton, Washington, on April 19, 2002.
Lirio Liu-Nelson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-10248 Filed 5-1-02; 8:45 am]
BILLING CODE 4910-13-P