# AD 2000-09-01 R1: Main Deck Cargo Door - Type: Airworthiness directive - Status: Current - Products: Boeing DC-8-11, DC-8-12, DC-8-21, DC-8-31, DC-8-32, DC-8-33, DC-8-41, DC-8-42, DC-8-43, DC-8-51, DC-8-52, DC-8-53 and 15 more - Effective: June 7, 2000 - Published: July 7, 2000, 65 FR 41869–41871 - Issued: June 28, 2000 - Issued as: Final rule; correction - Supersedes: [AD 2000-09-01](https://openairdocs.org/ad/2000-09-01) - Superseded by: Nothing supersedes this AD - Product type: Aircraft, Large airplane - Amendment: 39-11809 - Docket: 99-NM-338-AD - Registered aircraft: 8 may be affected, by airframe or engine model (OpenAirDocs) - Official PDF: https://openairdocs.org/files/sha256/5b/27/5b275db770126edea7931eaed8d338ba3198ddaeb4f913acb15c8e0a69f213ef (from https://www.govinfo.gov/content/pkg/FR-2000-07-07/pdf/00-16926.pdf) - Federal Register: https://www.federalregister.gov/documents/2000/07/07/00-16926/airworthiness-directives-mcdonnell-douglas-model-dc-8-series-airplanes - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/2A253ABB27AD31F286256A0800694C82.0001 - DRS record last changed: November 21, 2025 - Page: https://openairdocs.org/ad/2000-09-01-R1 ## Summary This document corrects and clarifies information in an existing airworthiness directive (AD) that applies to certain McDonnell Douglas Model DC-8 series airplanes. That AD currently requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; repetitive inspections of the wire bundle and door latch rollers to detect damage; and repair or replacement of damaged components. That AD also requires, among other actions, modification of the indication and hydraulic systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This document corrects two errors that resulted in the incorrect references of two paragraphs. This correction is necessary to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of the door, flight control, or severe structural damage. ## The airworthiness directive 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: 1. The authority citation for part 39 continues to read as follows: ## Rule preamble ### Dates Effective June 7, 2000. The incorporation by reference of National Aircraft Service, Inc. (NASI) Service Bulletin SB-99-01, Revision A, dated October 15, 1999, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 7, 2000 (65 FR 25627, May 3, 2000). ### For further information contact Michael E. O'Neil, Aerospace Engineer, Airframe Branch, ANM-120L, FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137; telephone (562) 627-5320; fax (562) 627-5210. ### SUPPLEMENTARY INFORMATION On April 24, 2000, the Federal Aviation Administration (FAA) issued AD 2000-09-01, amendment 39-11709 (65 FR 25627, May 3, 2000), which applies to certain McDonnell Douglas Model DC-8 series airplanes. That AD supersedes AD 93-20-02, amendment 39-8709 (58 FR 53635, October 18, 1993) to continue to require a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; repetitive inspections of the wire bundle and door latch rollers to detect damage; and repair or replacement of damaged components. That AD also requires, among other actions, modification of the indication and hydraulic systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. That AD was prompted by the FAA's determination that certain main deck cargo door systems do not provide an adequate level of safety; the latching and locking mechanisms are not of adequate design to prevent structural deformation in the event of component jamming; and that there is an absence of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. The actions required by that AD are intended to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of the door, flight control, or severe structural damage. ### Need for the Correction Since the issuance of AD 2000-09-01, the FAA has reviewed the wording of paragraphs (a), (b), (g)(2), and (g)(3) of the AD and finds that clarification is necessary. Paragraph (a) of AD 93-20-02 was redesignated as paragraph (b) in AD 2000-09-01. Paragraph (b) of AD 93-20-02 was redesignated as paragraph (a) in AD 2000-09-01. The FAA's intent in paragraph (g)(2) of AD 2000-09-01 was that alternative methods of compliance (AMOC) approved previously to paragraph (a) of AD 93-20-02, are approved as AMOC's with only paragraph (b) of this AD, NOT paragraph (a). In addition, AMOC's approved previously to paragraph (b) of AD 93-20-02, are approved as AMOC's with only paragraph (a) of this AD, NOT paragraph (b). Therefore, this action revises paragraphs (g)(2) and (g)(3) of this AD to correct certain paragraph designations. ### Correction of Publication This document corrects and clarifies the errors and correctly adds the AD as an amendment to section 39.13 of the Federal Aviation Regulations (14 CFR 39.13). The AD is reprinted in its entirety for the convenience of affected operators. The effective date of the AD remains June 7, 2000. Since this action only clarifies and corrects certain paragraph designations, it has no adverse economic impact and imposes no additional burden on any person. Therefore, the FAA has determined that notice and public procedures are unnecessary. ## Affected data sheets (1) (OpenAirDocs) The type certificate data sheets whose models the AD names. - [TCDS 4A25](https://openairdocs.org/tcds/4A25): The Boeing Company; names 27 of 27 models: DC-8-41, DC-8-52, DC-8-61, DC-8-53, DC-8-51, DC-8-63, DC-8-11, DC-8-72F… ## Registered aircraft it may apply to (OpenAirDocs) Matched by airframe and engine model; the AD's applicability may narrow it by serial number, part number or equipment. - Aircraft: 8 (8 by airframe model, 0 by engine model) - Makers: Douglas 5, Mcdonnell Douglas 3 Models with the most aircraft: - [Douglas DC-8-73](https://openairdocs.org/model/douglas-dc-8-73): 2 aircraft (airframe model) - [Douglas DC-8-73F](https://openairdocs.org/model/douglas-dc-8-73f): 2 aircraft (airframe model) - [Mcdonnell Douglas DC-8-62](https://openairdocs.org/model/mcdonnell-douglas-dc-8-62): 1 aircraft (airframe model) - [Mcdonnell Douglas DC-8-63](https://openairdocs.org/model/mcdonnell-douglas-dc-8-63): 1 aircraft (airframe model) - [Mcdonnell Douglas DC-8-63F](https://openairdocs.org/model/mcdonnell-douglas-dc-8-63f): 1 aircraft (airframe model) - [Douglas DC-8-72](https://openairdocs.org/model/douglas-dc-8-72): 1 aircraft (airframe model) All 6 models: https://openairdocs.org/ad/2000-09-01-R1/models.md Every aircraft: https://openairdocs.org/ad/2000-09-01-R1/aircraft.md ## Related documents - [AD 2000-09-01](https://openairdocs.org/ad/2000-09-01) (historical): Main Deck Cargo Door · McDonnell Douglas DC-8 Series with STC SA1802SO or SA421NW. Effective Jun 7, 2000. Replaced by this AD No proposed rule in this release led to it. Its text cites no advisory circulars or STCs. --- From OpenAirDocs.org, an independent open copy of FAA and NTSB data. Only the Federal Register edition on govinfo.gov is the official legal text of an AD.