[Federal Register: January 7, 2004 (Volume 69, Number 4)]
[Rules and Regulations]
[Page 861-864]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr07ja04-3]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2001-NM-374-AD; Amendment 39-13411; AD 2003-26-12]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737-600, 737-700, 737-800,
757-200, and 757-300 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 Boeing Model 737-600, 737-700, 737-800, 757-200,
and 757-300 series airplanes, that requires replacing existing video
distribution unit (VDU) connectors with new, improved connectors or new
wire assemblies (jumpers), and performing related actions, as
applicable. This action is necessary to prevent a short circuit in a
VDU connector and consequent arcing and damage to wiring within the
connector, which could result in damage to adjacent systems or
structure and possible smoke or fire in the airplane cabin. This action
is intended to address the identified unsafe condition.
DATES: Effective February 11, 2004.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of February 11, 2004.
ADDRESSES: The service information referenced in this AD may be
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. 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 Office of
the Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: Binh V. Tran, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW., Renton,
[[Page 862]]
Washington 98055-4056; telephone (425) 917-6485; fax (425) 917-6590.
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 Boeing Model 737-600, 737-
700, 737-800, 757-200, and 757-300 series airplanes was published in
the Federal Register on December 10, 2002 (67 FR 75824). That action
proposed to require replacing existing video distribution unit (VDU)
connectors with new, improved connectors or new wire assemblies
(jumpers), and performing related actions, as applicable.
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. Two commenters state that they are not affected
by the proposed AD.
Request To Remove Parts Installation Requirement
One commenter requests that the ``Parts Installation'' paragraph be
removed from the proposed AD. The commenter states that it installed
the VDU connectors with the subject connectors on its Model 737-800
series airplanes after delivery. Upon issuance of the proposed AD, the
commenter contacted Matsushita, which stated that the problem is not
caused by the connector, and that the information supplied by the
airplane manufacturer is misleading and erroneous. Matsushita gave the
commenter the following reasons for the cause of the unsafe condition
addressed by the proposed AD: (1) A 90 degree angled backshell
installed by the airplane manufacturer; (2) a 90 degree angled co-ax
contact installed by the airplane manufacturer; and (3) lack of drip
loop on the airplane manufacturer's installations. The commenter
asserts that it has not experienced any problems identified in the
proposed AD on any of its 36 Model 737-800 airplanes with the subject
VDU connectors installed since December 1999.
The FAA does not agree to remove the ``Parts Installation''
paragraph. A failure analysis report, which we obtained from an
independent lab, showed the failure of the connector, part number (P/N)
CAMA11W1P, was caused by moisture entering the connector and causing
the electrical short circuit between cavities 1 (115VAC) and 2
(ground). Moisture was able to penetrate the connector because the
connector has no wire or facial seal. The two dielectric halves of the
connector not being bonded together precipitated the failure, allowing
moisture to be trapped between cavities 1 and 2. Therefore, we find
moisture ingress to be the primary failure mode of the connector;
however, we agree that the installation of 90 degree angled backshell
and co-ax contact are contributing factors to that failure. We have
determined that the connector should not be installed on any model
airplane listed in the applicability of this AD. No change to this
final rule is necessary in this regard.
Request To Clarify Parts Installation Requirement
One commenter, the manufacturer of the connector, requests that the
``Parts Installation'' paragraph of the proposed AD be revised to read,
``As of the effective date of this AD, no person shall install a VDU
connector, part number CAMA11W1P, together with a 90 degree backshell
or co-ax contact, on Model 737 or 757 series airplanes.'' The commenter
asserts that this change will clarify that the intent of the proposed
AD is not against the use of connector P/N CAMA11W1P on the VDU, but
against the use of that connector in a particular application/
configuration.
The commenter references certain statements in the ``Explanation of
Requirements of Proposed Rule'' and ``Differences Between Service
Bulletin and Proposed AD'' paragraphs of the proposed AD, and states
that it is in 100 percent agreement with those key statements/goals.
However, the commenter asserts that, as written, the proposed AD is not
specific enough to accurately address the unsafe condition as defined.
And, if issued as written, the proposed AD will inappropriately impact
supplemental type certificates (STC), which have type designs that are
in complete compliance with the most current regulations, guidance
materials, and intent--while providing no increase to operational
safety. The reason the commenter supplies for these assertions is the
airplane manufacturer's installation design/practices, because the type
design data do not properly account for installation details. Without
such details, like strain relief or drip loops, the commenter asserts
the problem is worsened by the airplane manufacturer's use of a 90
degree co-ax contact on the connector (and in some cases the connector
is oriented vertically), effectively channeling condensate directly
into the connector. The commenter asserts that its STCs properly
account for these detail requirements, to assure (by design) a
repeatable installation for operational safety.
The commenter also points out that, on February 29, 2000, that the
Civil Airworthiness Authority (CAA) for the United Kingdom, issued
emergency airworthiness directive 005-02-2000 for the same connector
and for identical reasons as listed in the proposed AD. After a
detailed review with the airplane manufacturer and in coordination with
the connector and VDU manufacturers, the CAA issued Revision 1 to its
emergency AD on March 8, 2000, to specifically apply to `` * * *
connectors P/N CAMA11W1P with a 90 degree co-ax contact * * * .''
We do not agree to revise the ``Parts Installation'' paragraph. As
previously stated, although the unsafe condition may be worsened when
the connector is used in certain installation designs, we find the
design of the connector itself to be the primary cause of the unsafe
condition described in the AD. Therefore, it is our intent that the
connector, P/N CAMA11W1P, should not be installed on any affected model
airplane. No change to this final rule is necessary in this regard.
Request To Revise Parts Installation Compliance Time
One commenter requests that the compliance time specified in the
``Parts Installation'' paragraph of the proposed AD be extended to give
vendors additional time to develop a replacement plan for the
connector. The commenter states that its Model 737 and 757 fleet is not
equipped with video systems with the specified VDU connectors, and thus
has no objection to the action required by paragraph (e) of the
proposed AD. However, the commenter objects to using the effective date
of the AD as the deadline for installing the connectors on any airplane
type. The commenter gives no justification for the request or
objection.
We do not agree. Once we have determined that an unsafe condition
exists, our normal policy is not to allow that condition to be
introduced into the fleet. In developing the technical information on
which every AD is based, we consider the availability of spare parts
that the AD will require to be installed. When we have determined that
those (safe) parts are immediately available to operators, our policy
prohibits installation of the unsafe parts after the effective date of
the AD. We have confirmed that the manufacturer has developed and
manufactured a replacement part that is available to operators for
installation.
Additionally, the applicability of this AD affects only Model 737
and 757 series airplanes listed in the service bulletins referenced in
the applicability
[[Page 863]]
of the AD. The ``Parts Installation'' paragraph does not apply to
airplanes beyond those listed in the applicability of the AD. No change
to the final rule is necessary in this regard.
Request To Add Language
One commenter states that it has one airplane that has had the in-
flight entertainment system removed, so it is not subject to the
proposed AD. However, the commenter requests that the FAA revise the
proposed AD to include language to address this situation.
We do not agree. The language in Note 1 of the proposed AD already
contains language pertaining to ``airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected. * * *'' As stated in that note, the commenter may
request approval of an alternative method of compliance in accordance
with paragraph (d) of this final rule. No change to this final rule is
necessary in this regard.
Explanation of Change Made to Final Rule
We have changed the service bulletin citations throughout this
final rule to include references to Appendices A and B. That
information was inadvertently omitted from the service bulletin
citations listed in the proposed AD.
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 changes previously
described. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
Changes to 14 CFR Part 39/Effect on the AD
On July 10, 2002, the FAA issued a new version of 14 CFR part 39
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness
directives system. The regulation now includes material that relates to
altered products, special flight permits, and alternative methods of
compliance. However, for clarity and consistency in this final rule, we
have retained the language of the NPRM regarding that material.
Increase in Labor Rate
After the proposed rule was issued, we reviewed the figures we use
to calculate the labor rate to do the required actions. To account for
various inflationary costs in the airline industry, we find it
appropriate to increase the labor rate used in these calculations from
$60 per work hour to $65 per work hour. The economic impact
information, below, has been revised to reflect this increase in the
specified hourly labor rate.
Cost Impact
There are approximately 280 airplanes of the affected design in the
worldwide fleet. The FAA estimates that 28 airplanes of U.S. registry
will be affected by this AD, that it will take approximately 16 work
hours per airplane to accomplish the required connector replacement,
and that the average labor rate is $65 per work hour. Required parts
will cost between $334 and $13,944 per airplane. Based on these
figures, the cost impact of the AD on U.S. operators is estimated to be
between $1,374 and $14,984 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. The manufacturer may cover the cost of
replacement parts associated with this AD, subject to warranty
conditions. Manufacturer warranty remedies may also be available for
labor costs associated with this AD. As a result, the costs
attributable to the AD may be less than stated above.
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
0
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
0
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]
0
2. Section 39.13 is amended by adding the following new airworthiness
directive:
2003-26-12 Boeing: Amendment 39-13411. Docket 2001-NM-374-AD.
Applicability: Model 737-600, -700, and -800 series airplanes,
as listed in Boeing Service Bulletin 737-23A1169, Revision 2,
including Appendices A and B, dated June 21, 2001; Model 757-200
series airplanes, as listed in Boeing Alert Service Bulletin 757-
23A0060, Revision 1, including Appendices A and B, dated January 11,
2001; and Model 757-300 series airplanes, as listed in Boeing Alert
Service Bulletin 757-23A0061, Revision 1, including Appendices A and
B, dated January 11, 2001; 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 a short circuit in a video distribution unit (VDU)
connector and consequent arcing and damage to wiring within the
connector, which could result in
[[Page 864]]
damage to adjacent systems or structure and possible smoke or fire
in the airplane cabin, accomplish the following:
Model 737-600, -700, and -800 Series Airplanes: Inspections and Follow-
On Actions
(a) For Model 737-600, -700, and -800 series airplanes: Within
18 months after the effective date of this AD, replace existing VDU
connectors with new, improved connectors, and install a drip loop in
the wiring at the new VDU connectors, per Part 2 of the
Accomplishment Instructions of Boeing Service Bulletin 737-23A1169,
Revision 2, including Appendices A and B, dated June 21, 2001.
Model 757-200 and -300 Series Airplanes: Inspections and Follow-on
Actions
(b) For Model 757-200 and -300 series airplanes: Within 18
months after the effective date of this AD, replace existing VDU
connectors with new, improved connectors, or with new wire
assemblies (jumpers), as applicable, per Part 2 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 757-
23A0060, Revision 1, including Appendices A and B, dated January 11,
2001 (for Model 757-200 series airplanes); or Boeing Alert Service
Bulletin 757-23A0061, Revision 1, including Appendices A and B,
dated January 11, 2001 (for Model 757-300 series airplanes); as
applicable.
Part Installation
(c) As of the effective date of this AD, no person shall install
a VDU connector, part number CAMA11W1P, on any airplane.
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, Seattle 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, Seattle ACO.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Seattle ACO.
Special Flight Permits
(e) Special flight permits may be issued in accordance with
Sec. Sec. 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 Boeing Service
Bulletin 737-23A1169, Revision 2, including Appendices A and B,
dated June 21, 2001; Boeing Alert Service Bulletin 757-23A0060,
Revision 1, including Appendices A and B, dated January 11, 2001; or
Boeing Alert Service Bulletin 757-23A0061, Revision 1, including
Appendices A and B, dated January 11, 2001; as applicable. 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 Airplane Group,
P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be
inspected at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington; 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 February 11, 2004.
Issued in Renton, Washington, on December 23, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 04-33 Filed 1-6-04; 8:45 am]
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