AD 98-21-37 ACTIVE

This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, and -40 series airplanes, that requires installation of a new protector cap in all fuel tank boost/transfer pump housings. This amendment is prompted by reports of inoperative fuel boost/transfer pumps due to arcing or burning of the electrical connectors. The actions specified by this AD are intended to prevent damage to the fuel tank boost/transfer pump housings in case of an electrical connector malfunction, which could result in increased risk of a fuel tank explosion or fire.

Final rule.

98-21-37 McDONNELL DOUGLAS: Amendment 39-10846. Docket 98-NM-73-AD. \n\n\tApplicability: Model DC-10-10, -15, -30, and -40 series airplanes; as listed in McDonnell Douglas DC-10 Service Bulletin 28-97, Revision 1, dated October 8, 1985; certificated in any category. \n\n\tNOTE 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 (b) 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. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent damage to the fuel tank boost/transfer pump housings in case of an electrical connector malfunction, which could result in increased risk of a fuel tank explosion or fire, accomplish the following: \n\n\t(a)\tWithin 24 months after the effective date of this AD, install a new protector cap in all fuel tank boost/transfer pump housings in accordance with McDonnell Douglas DC-10 Service Bulletin 28-97, dated May 10, 1982, or Revision 1, dated October 8, 1985. \n\n\t(b)\tAn 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. \n\n\tNOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe actions shall be done in accordance with McDonnell Douglas DC-10 Service Bulletin 28-97, dated May 10, 1982; or McDonnell Douglas DC-10 Service Bulletin 28-97, Revision 1, dated October 8, 1985. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from The Boeing Company, Douglas Products Division, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Technical Publications Business Administration, Dept. C1-L51 (2-60). 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 ACO, 3960 Paramount Boulevard, Lakewood, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on November 23, 1998.

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-10-10, -15, -30, and -40 series airplanes was published in the Federal Register on June 12, 1998 (63 FR 32154). That action proposed to require installation of a new protector cap in all fuel tank boost/transfer pump housings. \n\nComments \n\n\tInterested persons have been afforded an opportunity to participate in the making of this amendment. Due consideration has been given to the comments received. \n\nSupport for the Proposal \n\n\tSeveral commenters support the intent of the proposal. \n\nRequest to Extend Compliance Time \n\n\tTwo commenters request that the compliance time be extended. One commenter requests an extension from 24 to 30 months to allow for parts delivery from the manufacturer. Another commenter requests an extension to 40 months to coincide with its maintenance check schedule. \n\n\tThe FAA does not concur that the compliance time should be extended. The FAA has been advised by the manufacturer that required parts will be available in time for installation within the proposed 24-month compliance period. Furthermore, the FAA finds that 24 months should provide ample time for the modification to be accomplished during scheduled maintenance. Therefore, in consideration of parts availability and operators' maintenance schedules, the FAA has determined that the 24-month compliance time not only is necessary to ensure the safety of the fleet, but will provide a reasonable time period to accomplish the modification. No change to the final rule is necessary in this regard. \nRequest to Revise Cost Estimate \n\n\tTwo commenters state that the proposed cost estimate is too low. One commenter states that the parts cost is higher than the figure reported in the proposal. Another commenter suggests increased, "more realistic" work hour estimatesfor the three airplane groups identified in the proposal, and states that additional time would be required if fuel tank entry is needed to perform work specified in another service bulletin (Crane Service Bulletin 60-843-3-28-14). \n\n\tThe FAA does not concur that the cost estimate should be revised. With respect to parts cost, the cost estimate as proposed is based on information provided by the manufacturer. McDonnell Douglas DC-10 Service Bulletin 28-97 (which was cited in the proposal as the appropriate source of service information) indicated a sliding scale for parts costs relative to the quantities of parts purchased; those figures correspond to the parts cost figures reported in the AD. \n\n\tWith respect to the work hour estimate, the FAA infers that the commenter requests that the AD be revised to include work hours for indirect labor associated with placing the airplane into maintenance status and gaining access to accomplish the required actions. The FAA advises that theproposed estimate does not reflect work hours for such indirect labor. In addition, the FAA infers that the commenter requests that the AD be revised to include work hours necessary to accomplish the referenced Crane service bulletin. However, the Crane service bulletin is not described in the proposal, and the proposed cost estimate does not account for modifications or maintenance not required by this AD. \n\n\tThe FAA finds that the parts and direct labor cost estimates, as proposed, are appropriate. No change to the final rule is necessary. \n\nConclusion \n\n\tAfter 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 as proposed. \n\nCost Impact \n\n\tThere are approximately 188 airplanes of the affected design in the worldwide fleet. The FAA estimates that 151 airplanes of U.S. registry will be affected by this AD. \n\n\tFor airplanes identified as Group I in McDonnell Douglas DC-10 Service Bulletin 28-97, Revision 1, dated October 8, 1985, it will take approximately 12 work hours per airplane to accomplish the required modification, at an average labor rate of $60 per work hour. Required parts will cost approximately $3,400 per airplane. Based on these figures, the cost impact of the modification required by this AD on U.S. operators of Group I airplanes is estimated to be $4,120 per airplane. \n\n\tFor airplanes identified as Group II in the referenced service bulletin, it will take approximately 15 work hours per airplane to accomplish the required modification, at an average labor rate of $60 per work hour. Required parts will cost approximately $4,100 per airplane. Based on these figures, the cost impact of the modification required by this AD on U.S. operators of Group II airplanes is estimated to be $5,000 per airplane. \n\n\tFor airplanes identified as Group III in the referenced service bulletin, it will take approximately 17 work hours per airplane to accomplish the required modification, at an average labor rate of $60 per work hour. Required parts will cost approximately $4,800 per airplane. Based on these figures, the cost impact of the modification required by this AD on U.S. operators of Group III airplanes is estimated to be $5,820 per airplane. \n\n\tThe 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. \n\nRegulatory Impact \n\n\tThe regulations adopted herein will not have substantial direct effects on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. Therefore, in accordance with Executive Order 12612, it is determined that this final rule does not have sufficient federalism implications to warrant the preparation of a Federalism Assessment. \n\n\tFor 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." \n\nList of Subjects in 14 CFR Part 39 \n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. \n\nAdoption of the Amendment \n\n\tAccordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation Administration amends part 39 of the Federal Aviation Regulations (14CFR part 39) as follows: \n\nPART 39 - AIRWORTHINESS DIRECTIVES \n\n\t1. The authority citation for part 39 continues to read as follows: \n\nAuthority: 49 U.S.C. 106(g), 40113, 44701. \n\n§ 39.13 (Amended) \n\n\t2. Section 39.13 is amended by adding the following new airworthiness directive:

The service information referenced in this AD may be obtained from The Boeing Company, Douglas Products Division, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Technical Publications Business Administration, Dept. C1-L51 (2-60). 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, 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.

Roscoe Van Dyke, Aerospace Engineer, Propulsion Branch, ANM-140L, FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137; telephone (562) 627-5254; fax (562) 627-5210.