Browse by Year
/ 2002
/ June
/ Wednesday, June 26, 2002
[Federal Register: June 26, 2002 (Volume 67, Number 123)]
[Proposed Rules]
[Page 43056-43068]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr26jn02-17]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2002-CE-23-AD]
RIN 2120-AA64
Airworthiness Directives; Cessna Aircraft Company Models 208 and
208B Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: This document proposes to adopt a new airworthiness directive
(AD) that would apply to all Cessna Aircraft Company (Cessna) Models
208 and 208B airplanes. This proposed AD would require you to
repetitively inspect the inboard forward flap bellcranks for cracks or
replace bellcranks depending on the amount of usage. This proposed AD
is the result of Cessna re-evaluating the bellcrank life limit analysis
and determining that the original estimate is too high. The actions
specified by this proposed AD are intended to detect, correct, and
prevent future cracks in the bellcrank, which could result in failure
of this part. Such failure could lead to damage to the flap system and
surrounding structure and result in reduced or loss of control of the
airplane.
DATES: The Federal Aviation Administration (FAA) must receive any
comments on this proposed rule on or before August 28, 2002.
ADDRESSES: Submit comments to FAA, Central Region, Office of the
Regional Counsel, Attention: Rules Docket No. 2002-CE-23-AD, 901
Locust, Room 506, Kansas City, Missouri 64106. You may view any
comments at this location between 8 a.m. and 4 p.m., Monday
[[Page 43057]]
through Friday, except Federal holidays. You may also send comments
electronically to the following address: 9-ACE-7-Docket@faa.gov.
Comments sent electronically must contain ``Docket No. 2002-CE-23-AD''
in the subject line. If you send comments electronically as attached
electronic files, the files must be formatted in Microsoft Word 97 for
Windows or ASCII text.
You may get service information that applies to this proposed AD
from Cessna Aircraft Company, Product Support, P.O. Box 7706, Wichita,
Kansas 67277; telephone: (316) 517-5800; facsimile: (316) 942-9006. You
may also view this information at the Rules Docket at the address
above.
FOR FURTHER INFORMATION CONTACT: Paul Nguyen, Aerospace Engineer, FAA,
Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita,
Kansas 67209; telephone: 316-946-4125; facsimile: 816-946-4407.
SUPPLEMENTARY INFORMATION:
Comments Invited
How do I comment on this proposed AD?
The FAA invites comments on this proposed rule. You may submit
whatever written data, views, or arguments you choose. You need to
include the rule's docket number and submit your comments to the
address specified under the caption ADDRESSES. We will consider all
comments received on or before the closing date. We may amend this
proposed rule in light of comments received. Factual information that
supports your ideas and suggestions is extremely helpful in evaluating
the effectiveness of this proposed AD action and determining whether we
need to take additional rulemaking action.
Are there any specific portions of this proposed AD I should pay
attention to?
The FAA specifically invites comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed rule that
might suggest a need to modify the rule. You may view all comments we
receive before and after the closing date of the rule in the Rules
Docket. We will file a report in the Rules Docket that summarizes each
contact we have with the public that concerns the substantive parts of
this proposed AD.
How can I be sure FAA receives my comment?
If you want FAA to acknowledge the receipt of your mailed comments,
you must include a self-addressed, stamped postcard. On the postcard,
write ``Comments to Docket No. 2002-CE-23-AD.'' We will date stamp and
mail the postcard back to you.
Discussion
What events have caused this proposed AD?
A search by the FAA of the service difficulty database has revealed
10 cracked bellcrank incidents on Cessna Models 208 and 208B airplanes.
As a result, Cessna has re-evaluated the bellcrank life limit analysis
and detemined 7,000 landings is more accurate than the original
estimate of 9,000 landings. Cessna has revised the Models 208 and 208B
Maintenance Manual and developed a service bulletin to notify the
public that the inboard forward flap bellcrank life limit has been
reduced to 7,000 landings. Since some Model 208 airplanes have exceeded
7,000 landings, we have determined that an AD is necessary to require
replacement of the bellcrank in those airplanes.
What are the consequences if the condition is not corrected?
If not detected and corrected, a cracked bellcrank could fail. Such
failure could lead to damage to the flap system and surrounding
structure and result in reduced or loss of control of the airplane.
Is there service information that applies to this subject?
Cessna has issued Service Bulletin No. CAB02-1, dated February 11,
2002.
What are the provisions of this service information?
The service bulletin includes procedures for:
-Inspecting using eddy current methods, the inboard forward flap
bellcrank for cracks; and
--Replacing bellcranks.
The FAA's Determination and an Explanation of the Provisions of This
Proposed AD
What has FAA decided?
After examining the circumstances and reviewing all available
information related to the incidents described above, we have
determined that:
--The unsafe condition referenced in this document exists or could
develop on other Cessna Models 208 and 208B airplanes of the same type
design;
--The life limits of the bellcranks should be reduced from 9,000
landings to 7,000 landings;
--The actions specified in the previously-referenced service
information should be accomplished on the affected airplanes; and
--AD action should be taken in order to correct this unsafe condition.
What would this proposed AD require?
This proposed AD would require you to incorporate the actions in
the previously-referenced service bulletin.
Cost Impact
How many airplanes would this proposed AD impact?
We estimate that this proposed AD affects 1,300 airplanes in the
U.S. registry.
What would be the cost impact of this proposed AD on owners/operators
of the affected airplanes?
We estimate the following costs to accomplish the proposed
inspection:
----------------------------------------------------------------------------------------------------------------
Labor cost Parts cost Total cost per airplane Total cost on U.S. operators
----------------------------------------------------------------------------------------------------------------
1 workhour x $60 per hour=$60.... No cost for parts... $60 $60 x 1,300=$78,000.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to accomplish any necessary
replacements that would be required based on the reduced life limits:
--------------------------------------------------------------------------------------------------------------------------------------------------------
Labor cost Parts cost Total cost per airplane Total cost on U.S. operators
--------------------------------------------------------------------------------------------------------------------------------------------------------
3 workhours x $60 per hour=$180.......... $1,793 $180 + $1,973=$1,973........................... $1,973 x 1,300=$2,564,900.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 43058]]
Regulatory Impact
Would this proposed AD impact various entities?
The regulations proposed herein would 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 proposed rule would not have federalism
implications under Executive Order 13132.
Would this proposed AD involve a significant rule or regulatory action?
For the reasons discussed above, I certify that this proposed
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) if
promulgated, 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 copy of the draft regulatory
evaluation prepared for this action has been placed in the Rules
Docket. A copy of it may be obtained by contacting the Rules Docket at
the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
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. FAA amends Sec. 39.13 by adding a new airworthiness directive
(AD) to read as follows:
CESSNA AIRCRAFT COMPANY: Docket No. 2002-CE-23-AD.
(a) What airplanes are affected by this AD? This AD affects
Models 208 and 208B airplanes, all serial numbers, that are
certificated in any category.
(b) Who must comply with this AD? Anyone who wishes to operate
any of the airplanes identified in paragraph (a) of this AD must
comply with this AD.
(c) What problem does this AD address? The actions specified by
this AD are intended to detect, correct, and prevent cracks in the
bellcrank, which could result in failure of this part. Such failure
could lead to damage to the flap system and surrounding structure
and result in reduced or loss of control of the airplane.
(d) What actions must I accomplish to address this problem? To
address this problem, you must accomplish the following:
------------------------------------------------------------------------
Actions Compliance Procedures
------------------------------------------------------------------------
(1) Inspect, using eddy current Initially inspect In accordance with
inspection, the inboard forward upon accumulation the Inspection
flap bellcrank for cracks. of 4,000 landings Instructions of
on the bellcrank Cessna Service
or within the Bulletin No.
next 250 landings CAB02-1, dated
after the February 11,
effective date of 2002, and the
this AD, applicable
whichever occurs maintenance
later. manual.
Repetitively
inspect
thereafter at
every 500
landings until
7,000 landings
are accumulated.
--------------------------------- Inboard forward
date of this AD.Note 2: The
compliance times of this AD are
presented in landings instead of
hours. If the number of landings
is unknown, hours TIS may be
used by multiplying the number
of hours TIS by 1.25.
(e) Can I comply with this AD in
any other way? You may use an
alternative method of compliance
or adjust the compliance time
if:
(1) Your alternative method of
compliance provides an
equivalent level of safety; and
(2) The Manager, Wichita
Aircraft Certification Office,
approves your alternative.
Submit your request through an
FAA Principal Maintenance
Inspector, who may add comments
and then send it to the Manager,
Wichita Aircraft Certification
Office.
Note 3: This AD applies to each
airplane identified in paragraph
(a) of this AD, 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 you have not
eliminated the unsafe condition,
specific actions you propose to
address it.
(f) Where can I get information
about any already-approved
alternative methods of
compliance? Contact Paul Nguyen,
Aerospace Engineer, FAA,
Aircraft Certification Office,
1801 Airport Road, Room 100,
Wichita, Kansas 67209;
telephone: 316-946-4125;
facsimile: 816-946-4407.
(g) What if I need to fly the
airplane to another location to
comply with this AD? The FAA can
issue a special flight permit
under sections 21.197 and 21.199
of the Federal Aviation
Regulations (14 CFR 21.197 and
21.199) to operate your airplane
to a location where you can
accomplish the requirements of
this AD.
(h) How do I get copies of the
documents referenced in this AD?
You may get copies of the
documents referenced in this AD
from Cessna Aircraft Company,
Product Support, P.O. Box 7706,
Wichita, Kansas 67277;
telephone: (316) 517-5800;
facsimile: (316) 942-9006. You
may view these documents at FAA,
Central Region, Office of the
Regional Counsel, 901 Locust,
Room 506, Kansas City, Missouri
64106.
Issued in Kansas City, Missouri,
on June 14, 2002.
Dorenda D. Baker,.....
Acting Manager, Small
Airplane Directorate,
Aircraft Certification
Service..
[[Page 43059]]
).
SUMMARY: This
document
proposes the
adoption of a
new
airworthiness
directive
(AD) that is
applicable to
various
Boeing and
McDonnell
Douglas
transport
category
airplanes.
This proposal
would require
revising the
Airplane
Flight Manual
(AFM) to
advise the
flightcrew to
don oxygen
masks as a
first and
immediate
step when the
cabin
altitude
warning horn
sounds. This
action is
necessary to
prevent
incapacitatio
n of the
flightcrew
due to lack
of oxygen,
which could
result in
loss of
control of
the airplane.
This action
is intended
to address
the
identified
unsafe
condition..
DATES:
Comments must
be received
by August 12,
2002..
ADDRESSES:
Submit
comments in
triplicate to
the Federal
Aviation
Administratio
n (FAA),
Transport
Airplane
Directorate,
ANM-114,
Attention:
Rules Docket
No. 2002-NM-
43-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: 9-
anm-
nprmcomment@f
aa.gov.
Comments sent
via fax or
the Internet
must contain
``Docket No.
2002-NM-43-
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..
This information referenced in
the proposed rule may be
examined 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.
FOR FURTHER
INFORMATION
CONTACT:
Technical
Information--
Boeing
Airplane
Models: Don
Eiford,
Aerospace
Engineer,
Systems and
Equipment
Branch, ANM-
130S, FAA,
Seattle
Aircraft
Certification
Office, 1601
Lind Avenue,
SW., Renton,
Washington
98055-4056;
telephone
(425) 227-
2788; fax
(425) 227-
1181..
Technical Information--McDonnell
Douglas Airplane Models: Joe
Hashemi, Aerospace Engineer,
Flight Test Branch, ANM-160L,
FAA, Los Angeles Aircraft
Certification Office, 3960
Paramount Boulevard, Lakewood,
California 90712-4137;
telephone (562) 627-5380; fax
(562) 627-5210.
Other Information: Judy Golder,
Airworthiness Directive
Technical Editor/Writer;
telephone (425) 687-4241, fax
(425) 227-1232. Questions or
comments may also be sent via
the Internet using the
following address:
judy.golder@faa.gov. 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:.
Interested persons are invited
to participate in the making of
the proposed 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 above. All
communications received on or
before the closing date for
comments, specified above, will
be considered before taking
action on the proposed rule.
The proposals contained in this
action may be changed in light
of the comments received.
Submit comments using the
following format:
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.
For each issue, state
what specific change to the
proposed AD is being requested.
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 proposed 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 summarizing
each FAA-public contact
concerned with the substance of
this proposal will be filed in
the Rules Docket.
Commenters wishing the FAA to
acknowledge receipt of their
comments submitted in response
to this action must submit a
self-addressed, stamped
postcard on which the following
statement is made: ``Comments
to Docket Number 2002-NM-43-
AD.'' The postcard will be date
stamped and returned to the
commenter.
Any person may obtain a copy of
this NPRM by submitting a
request to the FAA, Transport
Airplane Directorate, ANM-114,
Attention: Rules Docket No.
2002-NM-43-AD, 1601 Lind
Avenue, SW., Renton, Washington
98055-4056.
On October 25, 1999, a Learjet
Model 35 airplane operating
under part 135 of the Federal
Aviation Regulations (14 CFR
135) departed Orlando
International Airport en route
to Dallas, Texas. Air traffic
control lost communication with
the airplane near Gainesville,
Florida. Air Force and National
Guard airplanes intercepted the
airplane, but the flightcrews
of the chase airplanes
indicated that the windows of
the Model 35 airplane were
apparently frosted over, which
prevented the flightcrews of
the chase airplanes from
observing the interior of the
Model 35 airplane. The
flightcrews of the chase
airplanes reported that they
did not observe any damage to
the airplane. Subsequently, the
Model 35 airplane ran out of
fuel and crashed in South
Dakota. To date, causal factors
of the accident have not been
determined. However, lack of
the Learjet flightcrew's
response to air traffic control
poses the possibility of
flightcrew incapacitation and
raises concerns with the
pressurization and oxygen
systems.
Recognizing these concerns, the
FAA initiated a special
certification review (SCR) to
determine if pressurization and
oxygen systems on Model 35
airplanes were certificated
properly, and to determine if
any unsafe design features
exist in the pressurization and
oxygen systems.
The SCR team found that there
have been several accidents and
incidents that may have
involved incapacitation of the
flightcrews during flight. In
one case, the airplane
flightcrew did not activate the
pressurization system or don
their oxygen masks and the
airplane flew in excess of
35,000 feet altitude. In
another case, the airplane
flightcrews did not don their
oxygen masks when the cabin
aural warning was activated.
Further review by the SCR team
indicates that the Airplane
Flight Manual (AFM) of Learjet
Model 35 and 36 airplanes does
not have an emergency procedure
that requires donning the
flightcrew oxygen masks when
the cabin altitude aural
warning is activated.
Additional review has found
that the AFMs of Learjet Model
35A and 36A airplanes also do
not contain appropriate
flightcrew actions when the
cabin altitude aural warning is
activated. However, the AFMs do
contain an abnormal procedure
that allows the flightcrew to
troubleshoot the pressurization
system prior to donning the
oxygen masks after the cabin
altitude warning sounds.
Troubleshooting may delay
donning of the oxygen masks to
the point that
[[Page 43060]]
flightcrews may become incapable
he SCR findings indicated that
the most likely cause for
incapacitation was hypoxia
(lack of oxygen). The only
other plausible cause of
incapacitation is exposure to
toxic substances. However, no
evidence was found to support
the existence of toxic
substances.
Delayed response of the
flightcrew in donning oxygen
masks as a first and immediate
action upon the activation of
the cabin altitude warning horn
could lead to incapacitation of
the flightcrew and loss of
control of the airplane.
A review of the emergency
procedures in the AFMs for
various Boeing and McDonnell
Douglas transport category
airplanes revealed that those
AFMs do not contain the
requirement for the flightcrew
to immediately don emergency
oxygen masks. Therefore,
various Boeing and McDonnell
Douglas transport category
airplanes may be subject to the
same unsafe condition as
described above.
The FAA has determined that the
AFMs for Boeing Model 737-600,
737-700, 737-800, 737-900, 747-
400, 747-400D, 747-400F, 757,
767, and 777 series airplanes,
and McDonnell Douglas Model 717-
200 airplanes, already contain
appropriate instructions for
the donning of emergency oxygen
masks. Therefore, these
airplanes would not be subject
to this proposed AD.
We have previously issued AD
2000-23-10, amendment 39-11980
(65 FR 70294, November 22,
2000), which applies to all
Lockheed Model 188A and 188C
series airplanes. That AD
requires a revision of the AFM
to add procedures for donning
the flightcrew oxygen masks
when the cabin altitude warning
horn is activated. The
requirements of that AD are
intended to prevent
incapacitation of the
flightcrew as a result of lack
of oxygen and consequent loss
of control of the airplane.
We have also previously issued
AD 2001-22-10, amendment 39-
12489 (66 FR 54425, October 29,
2001), which applies to all
Dassault Model Mystere-Falcon
50, Mystere-Falcon 900, and
Falcon 900EX series airplanes.
That AD requires revising the
Emergency Procedures and
Abnormal Procedures sections of
the AFM to advise the
flightcrew to immediately don
oxygen masks in the event of
significant pressurization or
oxygen level changes. The
requirements of that AD are
intended to prevent
incapacitation of the
flightcrew due to lack of
oxygen, which could result in
their inability to continue to
control the airplane.
We are continuing to review
emergency procedures in the
AFMs for other airplane models
to ensure that the AFMs contain
appropriate instructions for
donning the flightcrew oxygen
masks. We may consider further
rulemaking based on the results
of these reviews.
Since an unsafe condition has
been identified that is likely
to exist or develop on other
products of these same type
designs, the proposed AD would
require revising the Emergency
Procedures Section of the AFM
to advise the flightcrew to don
oxygen masks as a first and
immediate step when the cabin
altitude warning horn sounds.
There are approximately 7,077
airplanes (5,178 Boeing
airplanes and 1,899 McDonnell
Douglas airplanes) of the
affected designs in the
worldwide fleet. The FAA
estimates that 3,479 airplanes
(2,392 Boeing airplanes and
1,087 McDonnell Douglas
airplanes) of U.S. registry
would be affected by this
proposed AD. It would take
approximately 1 work hour per
airplane to accomplish the
proposed AFM revision, at an
average labor rate of $60 per
work hour. Based on these
figures, the cost impact of the
proposed AD on U.S. operators
is estimated to be $208,740, or
$60 per airplane.
The cost impact figure discussed
above is based on assumptions
that no operator has yet
accomplished any of the
proposed requirements of this
AD action, and that no operator
would accomplish those actions
in the future if this proposed
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.
The regulations proposed herein
would 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 proposal
would not have federalism
implications under Executive
Order 13132.
For the reasons discussed above,
I certify that this proposed
regulation (1) is not a
``significant regulatory
action'' under Executive Order
12866; (2) is not a
``significant rule'' under the
DOT Regulatory Policies and
Procedures (44 FR 11034,
February 26, 1979); and (3) if
promulgated, 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 copy of the draft regulatory
evaluation prepared for this
action is contained in the
Rules Docket. A copy of it may
be obtained by contacting the
Rules Docket at the location
provided under the caption
ADDRESSES.
Air transportation, Aircraft,
Aviation safety, Safety.
Accordingly, pursuant to the PART 39--
authority delegated to me by AIRWORTHINESS
the Administrator, the Federal DIRECTIVES
Aviation Administration
proposes to amend part 39 of
the Federal Aviation
Regulations (14 CFR part 39) as
follows:
1. The authority citation for
part 39 continues to read as
follows:
Authority: 49 U.S.C. 106(g),
40113, 44701.
2. Section 39.13 is amended by
adding the following new
airworthiness directive:
Transport Category Airplanes:
Docket 2002-NM-43-AD.
Applicability: The airplanes
listed in Table 1 of this AD,
certificated in any category:
[[Page 43061]]
Boeing.......................... 707 series
airplanes, 720
series airplanes,
727 series
airplanes, 737-
100 series
airplanes, 737-
200 series
airplanes, 737-
200C series
airplanes, 737-
300 series
airplanes, 737-
400 series
airplanes, 737-
500 series
airplanes, 747-
100 series
airplanes, 747-
100B series
airplanes, 747-
100B UD series
airplanes, 747-
200B series
airplanes, 747-
200F series
airplanes, 747-
200C series
airplanes, 747-
300 series
airplanes, 747
series airplanes,
747 series
airplanes..
cDonnell Douglas............... DC-8-11 airplanes,
DC-8-12
airplanes, DC-8-
21 airplanes, DC-
8-31 airplanes,
DC-8-32
airplanes, DC-8-
33 airplanes, DC-
8-41 airplanes,
DC-8-42
airplanes, DC-8-
43 airplanes, DC-
8-51 airplanes,
DC-8-52
airplanes, DC-8-
53 airplanes, DC-
8F-54 airplanes,
DC-8-55
airplanes, DC-8F-
55 airplanes, DC-
8-61 airplanes,
DC-8-61F
airplanes, DC-8-
62 airplanes, DC-
8-62F airplanes,
DC-8-63
airplanes, DC-8-
63F airplanes, DC-
8-71 airplanes,
DC-8-71F
airplanes, DC-8-
72 airplanes, DC-
8-72F airplanes,
DC-8-73
airplanes, DC-8-
73F airplanes, DC-
9-11 airplanes,
DC-9-12
airplanes, DC-9-
13 airplanes, DC-
9-14 airplanes,
DC-9-15
airplanes, DC-9-
15F airplanes, DC-
9-21 airplanes,
DC-9-31
airplanes, DC-9-
32 airplanes, DC-
9-32 (VC-9C)
airplanes, DC-9-
32F airplanes, DC-
9-32F airplanes
(C-9A, C-9B), DC-
9-33F airplanes,
DC-9-34
airplanes, DC-9-
34F airplanes, DC-
9-41 airplanes,
DC-9-51
airplanes, DC-9-
81 (D-81)
airplanes, DC-9-
82 (D-82)
airplanes, DC-9-
83 (D-83)
airplanes, DC-9-
87 (D-87)
airplanes, D-88
airplanes, D-90-
30 airplanes, DC-
10-10 airplanes,
DC-10-10F
airplanes, DC-10-
15 airplanes, DC-
10-30 airplanes,
DC-10-30F
airplanes, DC-10-
30F (C-10A, DC-
10) airplanes, DC-
10-40 airplanes,
DC-10-40F
airplanes, D-10-
10F airplanes, D-
10-30F airplanes,
D-11 airplanes,
D-11F airplanes..
------------------------------------------------------------------------
Compliance: equired as indicated, unless accomplished
previously.
o prevent incapacitation of the flightcrew due to lack of
oxygen, which could result in loss of control of the airplane,
accomplish the following:
evision to the Airplane Flight anual
(a) Within 90 days after the effective date of this AD: For the
applicable airplane models listed in the ``For--'' column of able 2
of this AD, revise the procedures regarding donning oxygen masks in
the event of rapid depressurization, as contained in the Emergency
rocedures section of the FAA-approved Airplane Flight anual (AF),
by replacing the text in the ``eplace--'' column of able 2 of this
AD with the information in the applicable figure referenced in the
``With the Information In--'' column of able 2 of this AD. his may
be accomplished by recording the AD number of this AD on the
applicable figure and inserting it into the AF. able 2 and Figures
1 through 9 follow:
able 2.--AF evisions
----------------------------------------------------------------------------------------------------------------
For-- eplace-- With the Information in--
----------------------------------------------------------------------------------------------------------------
Boeing odel 707, 720, and 727 ``RAPID DEPRESSURIZATION....................... Figure 1 of this AD.
series airplanes.
xygen asks & egulators , 100% A'' ..........................
----------------------------------------------------------------------------------------------------------------
Boeing odel 737-100, -200, and - ``RAPID DEPRESSURIZATION (With airplane Figure 2 of this AD.
200C series airplanes. altitude above 14,000 feet ...).
IAY ..........................
xygen asks & egulators--, 100%'' ..........................
----------------------------------------------------------------------------------------------------------------
Boeing odel 737-300, 737-400, 737- ``RAPID DEPRESSURIZATION (With airplane Figure 3 of this AD.
500, 747-100, 747-100B, 747-100B altitude above 14,000 feet ...).
UD, 747-200B, 747-200F, 747-200C,
747-300, 747, and 747 series
airplanes.
ECA ..........................
xygen asks & egulators--, 100%'' ..........................
----------------------------------------------------------------------------------------------------------------
cDonnell Douglas odel DC-8-11, DC- ``RAPID DEPRESSURIZATION....................... Figure 4 of this AD.
8-12, DC-8-21, DC-8-31, DC-8-32, Phase I and II.................................
DC-8-33, DC-8-41, DC-8-42, DC-8- Crew oxygen mask--''.........................
43, DC-8-51, DC-8-52, DC-8-53, DC-
8F-54, DC-8-55, DC-8F-55, DC-8-61,
DC-8-61F, DC-8-62, DC-8-62F, DC-8-
63, DC-8-63F, DC-8-71, DC-8-71F,
DC-8-72, DC-8-72F, DC-8-73, and DC-
8-73F airplanes.
----------------------------------------------------------------------------------------------------------------
[[Page 43062]]
McDonnell Douglas Model DC-9-11, DC- ``RAPID DECOMPRESSION/EMERGENCY DESCENT........ Figure 5 of this AD.
9-12, DC-9-13, DC-9-14, DC-9-15, Phase I and II.................................
DC-9-15F, DC-9-21, DC-9-31, DC-9- Manual Pressurization Control--FULL FORWARD AND
32, DC-9-32 (VC-9C), DC-932F, DC-9- MANUALLY LOCKED.
32F (C-9A, C-9B), DC-9-33F, DC-9- Note: Manual Pressurization control forces may
34, DC-9-34F, DC-9-41, and DC-9-51 be high, apply forces as required.
airplanes. Crew Oxygen Masks--ON''........................
----------------------------------------------------------------------------------------------------------------
McDonnell Douglas Model DC-9-81 (MD- ``RAPID DECOMPRESSION/EMERGENCY DESCENT........ Figure 6 of this AD.
81), DC-9-82 (MD-82), DC-9-83 (MD- Phase I and II.................................
83), DC-9-87 (MD-87), and MD-88 Manual Pressurization Control--FULL FORWARD AND
airplanes. MANUALLY LOCKED.
Note: Manual Pressurization control forces may
be high, apply forces as required.
Crew Oxygen Masks--ON/EMERGENCY/100%''.........
----------------------------------------------------------------------------------------------------------------
McDonnell Douglas Model MD-90-30 ``RAPID DECOMPRESSION.......................... Figure 7 of this AD.
airplanes.
OXY MASKS--ON/100%/EMERGENCY''
----------------------------------------------------------------------------------------------------------------
McDonnell Douglas DC-10-10, DC-10- ``RAPID DEPRESSURIZATION/EMERGENCY DESCENT..... Figure 8 of this AD.
10F, DC-10-15, DC-10-30, DC-10- Recall.........................................
30F, DC-10-30F (KC-10A, KDC-10), Cabin OUTFLOW VALVE--VERIFY CLOSED (CLOSE
DC-10-40, and DC-10-40F airplanes. ELECTRICALLY OR MANUALLY IF NOT CLOSED).
Oxygen Masks--100% (if required)''.............
----------------------------------------------------------------------------------------------------------------
McDonnell Douglas MD-10-10F, MD-10- ``CABIN ALTITUDE............................... Figure 9 of this AD.
30F, MD-11, and MD-11F airplanes. Memory Item....................................
Outflow Valve--Verify Closed''.................
----------------------------------------------------------------------------------------------------------------
BILLING CODE 4910-13-P
[[Page 43063]]
[GRAPHIC] [TIFF OMITTED] TP26JN02.007
[[Page 43064]]
[GRAPHIC] [TIFF OMITTED] TP26JN02.008
[[Page 43065]]
[GRAPHIC] [TIFF OMITTED] TP26JN02.009
[[Page 43066]]
[GRAPHIC] [TIFF OMITTED] TP26JN02.010
[[Page 43067]]
[GRAPHIC] [TIFF OMITTED] TP26JN02.011
[[Page 43068]]
[GRAPHIC] [TIFF OMITTED] TP26JN02.012
BILLING CODE 4910-13-C
Alternative Methods of Compliance
(b) 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, Seattle Aircraft Certification
Office (ACO), FAA; or the Manager, Los Angeles ACO, FAA; as
applicable. Operators shall submit their requests through an
appropriate FAA Principal Operations Inspector, who may add comments
and then send it to the Manager, Seattle ACO, or Los Angeles ACO, as
applicable.
Note: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Seattle ACO or the Los Angeles ACO, as applicable.
Special Flight Permits
(c) 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.
Issued in Renton, Washington, on June 14, 2002.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 02-15661 Filed 6-25-02; 8:45 am]
BILLING CODE 4910-13-P
Browse by Year
/ 2002
/ June
/ Wednesday, June 26, 2002
Bankruptcy - Debt Consolidation - Credit Card Consolidation - Loans
|
|
