Airworthiness Directives; Boeing Model 757 Airplanes, 30755-30760 [E8-11275]
Download as PDF
<![CDATA[
Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations
Issued in Renton, Washington, on May 14,
2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–11468 Filed 5–28–08; 8:45 am]
ADDRESSES:
BILLING CODE 4910–13–P
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the Document Management Facility,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC 20590.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–28598; Directorate
Identifier 2007–NM–036–AD; Amendment
39–15529; AD 2008–11–07]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 757 Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
pwalker on PROD1PC71 with RULES
AGENCY:
17:07 May 28, 2008
Examining the AD Docket
Judy
Coyle, Aerospace Engineer, Propulsion
Branch, ANM–140S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 917–6497;
fax (425) 917–6590.
FOR FURTHER INFORMATION CONTACT:
SUMMARY: We are adopting a new
airworthiness directive (AD) for all
Boeing Model 757 airplanes. This AD
requires installation of an automatic
shutoff system for the center tank fuel
boost pumps, and installation of a
placard in the airplane flight deck if
necessary. This AD also requires
revisions to the Limitations and Normal
Procedures sections of the airplane
flight manual to advise the flightcrew of
certain operating restrictions for
airplanes equipped with an automated
center tank fuel pump shutoff control.
This AD also requires a revision to the
Airworthiness Limitations (AWLs)
section of the Instructions for Continued
Airworthiness to incorporate AWLs No.
28–AWL–20 and No. 28–AWL–26. This
AD also requires replacement of the fuel
control panel assembly with a modified
part, installation of two secondary
pump control relays for the center tank
fuel pumps, other specified actions, and
concurrent modification of the fuel
control panel assembly. This AD results
from fuel system reviews conducted by
the manufacturer. We are issuing this
AD to prevent center tank fuel pump
operation with continuous low pressure,
which could lead to friction sparks or
overheating in the fuel pump inlet that
could create a potential ignition source
inside the center fuel tank; these
conditions, in combination with
flammable fuel vapors, could result in a
center fuel tank explosion and
consequent loss of the airplane.
DATES: This AD is effective July 3, 2008.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of July 3, 2008.
VerDate Aug<31>2005
For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207.
Jkt 214001
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness
directive (AD) that would apply to all
Boeing Model 757–200, –200CB,
–200PF, and –300 series airplanes. That
NPRM was published in the Federal
Register on July 9, 2007 (72 FR 37132).
That NPRM proposed to require
installation of an automatic shutoff
system for the center tank fuel boost
pumps, and installation of a placard in
the airplane flight deck if necessary.
That NPRM also proposed to require
revisions to the Limitations and Normal
Procedures sections of the airplane
flight manual to advise the flightcrew of
certain operating restrictions for
airplanes equipped with an automated
center tank fuel pump shutoff control.
That NPRM also proposed to require a
revision to the Airworthiness
Limitations (AWLs) section of the
Instructions for Continued
Airworthiness (ICA) to incorporate
AWLs No. 28–AWL–20 and No. 28–
AWL–26. That NPRM also proposed to
require replacement of the fuel control
panel assembly with a modified part,
installation of two secondary pump
control relays for the center tank fuel
pumps, other specified actions, and
concurrent modification of the fuel
control panel assembly.
PO 00000
Frm 00029
Fmt 4700
Sfmt 4700
30755
Actions Since NPRM Was Issued
On April 29, 2008, we issued AD
2008–10–11, amendment 39–15517, that
applies to all Model 757 airplanes. AD
2008–10–11, among other actions,
requires revising the AWLs section of
the ICA by incorporating AWLs No. 28–
AWL–01 through No. 28–AWL–24 of
Section 9 of the Boeing 757
Maintenance Planning Document (MPD)
Document D622N001–9, Revision
March 2008. AD 2008–10–11 also
provides the optional action of
incorporating AWL No. 28–AWL–26.
This AD, however, requires the
incorporation of AWLs No. 28–AWL–20
and No. 28–AWL–26 in accordance with
paragraphs (j) and (m) of this AD,
respectively. Therefore, we have added
a new paragraph (q) to this AD
specifying that incorporating AWLs No.
28–AWL–20 and No. 28–AWL–26 into
the AWLs section of the ICA in
accordance with paragraph (g)(3) of AD
2008–10–11 terminates the
corresponding actions required by this
AD.
Comments
We gave the public the opportunity to
participate in developing this AD. We
considered the comments received from
the four commenters.
Request To Revise the Unsafe Condition
Boeing requests that we clarify the
unsafe condition in the summary and in
paragraph (d) of the NPRM. Boeing
states that the unsafe condition exists
when continuous low pressure is
indicated during pump operation with
no fuel available to cover the pump
inlet, and that it does not exist when
there is fuel available to cover the pump
inlet during pump operation. Boeing
suggests using the following statement:
We are issuing this AD to prevent center
tank fuel pump operation with continuous
low pressure (with no fuel passing through
the pump), which could lead to friction
sparks or overheating in the fuel pump inlet
that could create a potential ignition source
inside the center fuel tank. These conditions,
in combination with flammable fuel vapors,
could result in a center fuel tank explosion
and consequent loss of the airplane.
We agree that the unsafe condition is
present only when there is no fuel
available to cover the pump inlet. When
fuel is not covering the pump inlet, the
‘‘continuous low pressure’’ indication
will be present. Therefore, we have not
added the phrase ‘‘with no fuel passing
through the pump’’ to this AD in this
regard, since the continuous low
pressure indication is integral to
describing the unsafe condition. We
have, however, revised the summary
and paragraph (d) of this AD by
E:\FR\FM\29MYR1.SGM
29MYR1
30756
Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations
pwalker on PROD1PC71 with RULES
replacing ‘‘or’’ with ‘‘that’’ to specify
‘‘* * * overheating in the fuel pump
inlet that could create a potential
ignition source * * * ’’
Request To Explain Policy for
Alternative Methods of Compliance
(AMOCs)
TDG Aerospace requests that we
explain our criteria in determining
which FAA-approved solutions are
specified as a primary means of
compliance as opposed to being
identified as an AMOC and listed in the
AMOC paragraph of an AD. TDG
Aerospace states that it would be logical
to include all solutions that exist and
address an unsafe condition in an AD as
a primary means of compliance. TDG
Aerospace asserts that, by not doing so,
we are failing to provide operators with
a comprehensive discussion of the cost
and scheduling impact associated with
compliance, and that this practice could
misrepresent ongoing maintenance and
airworthiness limitation requirements.
TDG Aerospace also asserts that it
appears that preferential bias is shown
towards one particular solution, even
though two or more other equivalent
solutions might exist. TDG Aerospace
points to AD 2002–21–06, amendment
39–12912 (68 FR 12802, March 18,
2003), as an example of an AD that lists
several equivalent solutions for
addressing an unsafe condition.
We find that clarification of the
AMOC process is necessary. An AMOC
is issued only after an AD has been
issued. AMOCs provide an alternative
method of compliance to those methods
that are cited in the associated AD.
When an unsafe condition is
identified, the burden of developing a
means for correcting the unsafe
condition is placed on the original
equipment manufacturer (OEM).
Usually, no means for correcting an
unsafe condition other than those
provided by the OEM exist when we
issue an AD. We agree that if multiple
solutions exist that have fleet-wide
application, such solutions may be cited
in an AD. However, such solutions
would be included in the AD only as
methods of compliance with the
requirements of the AD—not as AMOCs.
In cases where a non-OEM solution
does not have fleet-wide application, it
would not be appropriate to include the
solution in the AD. Such solutions are
best addressed by requesting approval
as AMOCs after the AD has been issued.
We disagree that this approach
undermines the efficacy of those
alternative methods, or shows bias
towards the OEM’s method. A key
aspect of the notice of proposed
rulemaking process is to do specifically
VerDate Aug<31>2005
17:07 May 28, 2008
Jkt 214001
Request To Allow Use of Existing
AMOC
what the commenter is recommending,
which is to provide an opportunity for
us to become aware of other potential
solutions to an unsafe condition. Any
person who might be aware of another
means to correct the unsafe condition is
free to propose that means during the
comment period to the proposed AD.
We would then carefully consider the
comment before issuing the AD.
Further, we have reviewed AD 2002–
21–06, and that AD is in line with this
practice. That AD refers to approved
AMOCs; however, when a new AD
supersedes a previously issued AD, we
make an assessment of any AMOCs that
may have been approved for the
previously issued AD. If appropriate, we
include a reference to those AMOCs in
the new AD to preclude an affected
operator from having to re-apply for
AMOC approval.
In this case, we have determined that
installing and maintaining TDG
Aerospace Universal Fault Interrupter
(UFI), in accordance with Supplemental
Type Certificate (STC) ST01950LA,
would also address the unsafe condition
on Model 757–200 and –300 series
airplanes. Therefore, we have deleted
paragraph (p)(3) of the NPRM and added
a new paragraph (p) to this AD
specifying that incorporating STC
ST01950LA terminates the requirements
of paragraphs (g) through (m) of this AD.
We have also added a concurrent
requirement to paragraph (p) of this AD
to install a placard on all airplanes in
the operator’s fleet not equipped with a
UFI or automatic shutoff system.
Boeing requests that we revise the
NPRM to specify that operators may
continue using the procedures in the
following documents as an AMOC, until
an operator has inspected all center tank
fuel pumps and modified all airplanes
in its fleet: AD 2002–19–52, amendment
39–12900 (67 FR 61253, September 30,
2002), and AD 2002–24–51; or FAA
Approval Letter 140S–03–234, dated
August 15, 2003. As justification,
Boeing states that the AMOC has
already been accepted as a valid means
of fulfilling the intent of the AD pending
hardware installation.
We agree that the procedures in AD
2002–19–52 and AD 2002–24–51, or the
procedures approved by FAA Approval
Letter 140S–03–234 as an AMOC to AD
2002–19–52 and AD 2002–24–51,
continue to be acceptable until all
airplanes in an operator’s fleet are in
compliance with all the requirements of
this AD. As stated in the NPRM,
installing a placard in accordance with
paragraph (e) of AD 2002–19–52 is
acceptable for compliance with
paragraph (h) of this AD. Also,
paragraph (n) of this AD states that
accomplishing the actions specified in
paragraphs (g), (h), (i), and (j) of this AD
terminates the AFM revision specified
in paragraph (e) of AD 2002–24–51 for
Model 757–200, –200CB, –200PF, and
–300 series airplanes that have the
automatic shutoff system installed. No
change to this AD is necessary in this
regard.
Request To Clarify the Summary
Request To Allow Use of an AMOC
Boeing requests that we add a
statement to the NPRM specifying that
this AD will not be extended to the
main wing tanks, as discussed in
meetings between Boeing and the
Seattle Aircraft Certification Office,
FAA. Boeing states that AD 2002–24–51,
amendment 39–12992 (68 FR 10,
January 2, 2003), was based upon
discrepancies in the manufacturing
process, and that AD 2002–24–51 was
later expanded because inspection of inservice units showed that the units
could possibly overheat in service or
during manufacture. Boeing further
states that there is no service history of
incidents or accidents on the main wing
tanks on Model 757 airplanes to support
this AD.
Although we agree that the scope of
this AD is not being expanded to
address the main wing tanks, revising
the summary of this AD is not necessary
because it only discusses the center fuel
tanks. We have not changed this AD in
this regard.
UPS requests that we revise the
NPRM to allow AD 2002–24–51 as an
AMOC and terminating action to the
proposed requirements of the NPRM. As
justification, UPS states that there is no
opportunity for potential ignition
sources to develop from the center tank
fuel pump, since AD 2002–24–51
prohibits operating the fuel pumps
when the center tank fuel quantity
reaches 1,000 pounds; under this
limitation, the fuel pump is submerged
and always covered with fuel. UPS
believes that the limitations required by
AD 2002–24–51 provide a higher level
of safety than the automatic shutoff
system because the limitations of AD
2002–24–51 always require the fuel
pumps to be submerged in fuel,
precluding the opportunity for dry
running the pumps. UPS further states
that, since Boeing Service Bulletin 757–
28A0105, Revision 1, dated April 2,
2007, was issued to counteract the
potential continued dry running of the
fuel pump, it should not be required for
PO 00000
Frm 00030
Fmt 4700
Sfmt 4700
E:\FR\FM\29MYR1.SGM
29MYR1
30757
Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations
operators who have accomplished AD
2002–24–51.
We do not agree to allow AD 2002–
24–51 as an AMOC or terminating
action for the requirements of this AD.
The changes to the pump control system
required by this AD address problems
with the system, such as indication
failures and power relay failures, that
the limitations required by AD 2002–
24–51 do not address. Further, the FAA
Flight Standards Service has informed
us that there are flights where the fuel
pumps are not turned off as required by
AD 2002–24–51 because of the lack of
crew indication prompting early shutoff
of the fuel pumps. AD 2002–24–51 was
intended only to be an interim action
until the pump power control system
changes were developed and
incorporated. We have determined that
installing the automatic shutoff system
provides a higher level of safety because
it prevents extended dry running of the
fuel pumps. Therefore, we have not
changed this AD in this regard.
Request To Revise AWLs Intervals
KLM Royal Dutch Airlines, on behalf
of several operators, requests that we
review a 45-page proposal to align
certain Airworthiness Limitation Item
(ALI) intervals with the applicable
maintenance significant item (MSI) and
enhanced zonal analysis procedure
(EZAP) intervals, for Model 737, 747,
757, 767, and 777 airplanes. The
recommendations in that proposal
ensure that the ALI intervals align with
the maintenance schedule of the
operators.
We have reviewed the proposal and
note that it recommends extending the
inspection interval for AWL No. 28–
AWL–20 from 1 year to 24 months. We
infer that the operators request that we
revise paragraph (m) of this AD to
extend the inspection interval for AWL
No. 28–AWL–20 of Boeing Temporary
Revision (TR) 09–006, dated January
2007, to the Boeing 757 Maintenance
Planning Document, D622N001–9. That
1-year interval was determined using a
quantitative fault tree analysis. Given
the confidence level of certain inputs
into that analysis, it would not be
appropriate to extend the inspection
interval until sufficient reliability data
is available to substantiate those
assumptions. Therefore, we have
determined that a 1-year interval is
appropriate for ensuring an acceptable
level of safety. No change to this AD is
necessary in this regard.
Request To Explain Compliance With
Industry Guidance
TDG Aerospace requests that we
specify whether the service bulletins
referred to in the NPRM are in
compliance with the requirements of
section 25.981(a) and (b) of the Federal
Aviation Regulations (14 CFR 25.981(a)
and (b)) and with section 25.1309(c) of
the Federal Aviation Regulations (14
CFR 25.1309(c)) with respect to latent
failure conditions. If so, TDG Aerospace
further requests that we discuss any
inaccuracies between the service
bulletins and FAA Advisory Circular
(AC) 25.981–1B, ‘‘Fuel Tank Ignition
Source Prevention Guidelines,’’ dated
April 18, 2001; AC 25.1309–1A,
‘‘System Design and Analysis,’’ dated
June 21, 1988; and MIL–HDBK–217F,
‘‘Reliability Prediction of Electronic
Equipment.’’
The Boeing service bulletins referred
to in this AD are FAA-approved and
were found to comply with the
requirements of 14 CFR 25.981(a) and
(b), amendment 25–102. In developing
the service bulletins, Boeing followed
the guidance cited by TDG Aerospace.
Boeing’s substantiation included other
features with the fuel pump that
contribute an additional condition
probability to the latent failure cases
referred to by TDG Aerospace. No
change to this AD is necessary in this
regard.
Request To Adopt an IndustryCollaborative Approach
TDG Aerospace suggests that we use
the regulatory docket as a tool to
encourage industry participation in the
pursuit of solutions to known
deficiencies that we intend to address
with an AD. TDG Aerospace suggests
that such an approach would not only
result in the most efficient and costeffective solutions, but also reduce the
delay in bringing viable corrective
actions to the market.
We welcome any feedback that will
improve the AD process for industry,
while also ensuring that an unsafe
condition is adequately addressed in an
appropriate amount of time. As stated
previously, the burden of developing a
means for correcting the unsafe
condition is placed on the OEM. We
have found that the comment period is
most useful if we notify operators about
the work required by a proposed AD,
which is typically detailed in a service
bulletin. Also, in determining the
appropriate compliance time for an AD,
we must consider both the risk and
scope of work that would be required.
Without service information, it would
be difficult to set appropriate
compliance times, or provide operators
with an opportunity to comment on the
merits of a corrective action. No change
to this AD in necessary in this regard.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We also determined that these changes
will not increase the economic burden
on any operator or increase the scope of
the AD.
Costs of Compliance
There are about 1,094 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs, at an average labor rate
of $80 per hour, for U.S. operators to
comply with this AD. The estimated
cost of parts in the following table
depends on the airplane configuration.
ESTIMATED COSTS
Work
hours
Action
757–200, –200CB, and
–200PF, series airplanes.
757–300 series airplanes ......
pwalker on PROD1PC71 with RULES
Model
Installation of the automatic
shutoff system.
Installation of the automatic
shutoff system.
Placard installation, if necessary.
AFM revision .........................
AWLs revision .......................
Installation of secondary
pump control relays.
757–200, –200CB, –200PF,
and –300 series airplanes.
VerDate Aug<31>2005
17:07 May 28, 2008
Jkt 214001
PO 00000
Number of
U.S.registered
airplanes
Parts
Cost per airplane
91
$8,309 to $9,194 ........
$15,589 to $16,474 ....
631
51
$8,598 to $8,654 ........
$12,678 to $12,734 ....
75
1
$10 ..............................
$90 ..............................
706
$63,540.
1
1
29
None ...........................
None ...........................
$2,097 .........................
$80 ..............................
$80 ..............................
$4,417 .........................
706
706
706
$56,480.
$56,480.
$3,118,402.
Frm 00031
Fmt 4700
Sfmt 4700
E:\FR\FM\29MYR1.SGM
29MYR1
Fleet cost
$9,836,659 to
$10,395,094.
$950,850 to $955,050.
30758
Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations
ESTIMATED COSTS—Continued
Model
Work
hours
Action
Concurrent modification of
the fuel control panel assembly.
2
Number of
U.S.registered
airplanes
Parts
Cost per airplane
$40 ..............................
$200 ............................
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. ‘‘Subtitle VII:
Aviation Programs,’’ describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in ‘‘Subtitle VII,
Part A, Subpart III, Section 44701:
General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
You can find our regulatory
evaluation and the estimated costs of
compliance in the AD Docket.
Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD 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.
For the reasons discussed above, I
certify that this AD:
(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,
§ 39.13
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
706
Fleet cost
$141,200
Note 1: This AD requires revisions to
certain operator maintenance documents to
include new inspections of the automatic
shutoff system for the center tank fuel boost
pumps. Compliance with these inspections is
required by 14 CFR 43.16 and 91.403(c). For
airplanes that have been previously
modified, altered, or repaired in the areas
addressed by these inspections, the operator
may not be able to accomplish the
inspections described in the revisions. In this
situation, to comply with 14 CFR 91.403(c),
the operator must request approval for an
alternative method of compliance according
to paragraph (r) of this AD. The request
should include a description of changes to
the required inspections that will ensure
acceptable maintenance of the automatic
shutoff system.
Unsafe Condition
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
I
2008–11–07 Boeing: Amendment 39–15529.
Docket No. FAA–2007–28598;
Directorate Identifier 2007–NM–036–AD.
Effective Date
(a) This airworthiness directive (AD) is
effective July 3, 2008.
Affected ADs
(b) Accomplishing certain paragraphs of
this AD terminates certain requirements of
AD 2002–24–51, amendment 39–12992.
Applicability
(c) This AD applies to all Boeing Model
757–200, –200CB, –200PF, and –300 series
airplanes, certificated in any category.
(d) This AD results from fuel system
reviews conducted by the manufacturer. We
are issuing this AD to prevent center tank
fuel pump operation with continuous low
pressure, which could lead to friction sparks
or overheating in the fuel pump inlet that
could create a potential ignition source
inside the center fuel tank; these conditions,
in combination with flammable fuel vapors,
could result in a center fuel tank explosion
and consequent loss of the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Service Bulletin References
(f) The term ‘‘service bulletin,’’ as used in
this AD, means the Accomplishment
Instructions of the service bulletins identified
in Table 1 of this AD, as applicable.
TABLE 1.—SERVICE BULLETIN REFERENCES
Action
Service Bulletin
Model 757–200, –200CB, and –200PF series
airplanes.
Model 757–300 series airplanes .......................
pwalker on PROD1PC71 with RULES
Airplanes
Installation specified in paragraph (g) of this
AD.
Installation specified in paragraph (g) of this
AD.
Installation specified in paragraph (k) of this
AD.
Boeing Alert Service Bulletin 757–28A0081,
dated February 16, 2006.
Boeing Alert Service Bulletin 757–28A0082,
dated February 16, 2006.
Boeing Service Bulletin 757–28A0105, Revision 1, dated April 2, 2007.
For Model 757–200, –200CB, –200PF, and
–300 series airplanes.
VerDate Aug<31>2005
17:07 May 28, 2008
Jkt 214001
PO 00000
Frm 00032
Fmt 4700
Sfmt 4700
E:\FR\FM\29MYR1.SGM
29MYR1
Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations
Installation of Automatic Shutoff System for
the Center Tank Fuel Boost Pumps
(g) Within 36 months after the effective
date of this AD: Install an automatic shutoff
system for the center tank fuel boost pumps,
by accomplishing all of the actions specified
in the applicable service bulletin. If a placard
has been previously installed on the airplane
in accordance with paragraph (h) of this AD,
the placard may be removed from the flight
deck of only that airplane after the automatic
shutoff system has been installed. Installing
automatic shutoff systems on all airplanes in
an operator’s fleet, in accordance with this
paragraph, terminates the placard installation
required by paragraph (h) of this AD, for all
airplanes in an operator’s fleet.
pwalker on PROD1PC71 with RULES
Placard Installation for Mixed Fleet
Operation
(h) Concurrently with installing an
automatic shutoff system on any airplane in
an operator’s fleet, as required by paragraph
(g) of this AD: Install a placard adjacent to
the pilot’s primary flight display on all
airplanes in the operator’s fleet not equipped
with an automatic shutoff system for the
center tank fuel boost pumps. The placard
reads as follows (alternative placard wording
may be used if approved by an appropriate
FAA Principal Operations Inspector): ‘‘AD
2002–24–51 fuel usage restrictions required.’’
Installation of a placard in accordance with
paragraph (e) of AD 2002–19–52, amendment
39–12900, is acceptable for compliance with
the requirements of this paragraph. Installing
an automatic shutoff system on an airplane,
in accordance with paragraph (g) of this AD,
terminates the placard installation required
by this paragraph, for only that airplane.
Installing automatic shutoff systems on all
airplanes in an operator’s fleet, in accordance
with paragraph (g) of this AD, terminates the
placard installation required by this
paragraph, for all airplanes in an operator’s
fleet. If automatic shutoff systems are
installed concurrently on all airplanes in an
operator’s fleet in accordance with paragraph
(g) of this AD, or if operation according to the
fuel usage restrictions of AD 2002–24–51 is
maintained until automatic shutoff systems
are installed on all airplanes in an operator’s
fleet, the placard installation specified in this
paragraph is not required.
Airplane Flight Manual (AFM) Revision
(i) Concurrently with accomplishing the
actions required by paragraph (g) of this AD:
Do the actions specified in paragraphs (i)(1)
and (i)(2) of this AD.
(1) Revise Section 1 of the Limitations
section of the Boeing 757 AFM to include the
following statement. This may be done by
inserting a copy of this AD in the AFM.
‘‘Intentional dry running of a center tank
fuel pump (CTR L FUEL PUMP or CTR R
FUEL PUMP message displayed on EICAS) is
prohibited.’’
Note 2: When a statement identical to that
in paragraph (i)(1) of this AD has been
included in the general revisions of the AFM,
the general revisions may be inserted into the
AFM, and the copy of this AD may be
removed from the AFM.
(2) Revise Section 3.1 of the Normal
Procedures section of the Boeing 757 AFM to
VerDate Aug<31>2005
17:07 May 28, 2008
Jkt 214001
include the following statements. This may
be done by inserting a copy of this AD in the
AFM.
‘‘Procedures contained on this page are
applicable to airplanes equipped with the
automatic center tank fuel pump power
removal system per Boeing Service Bulletin
757–28A0081 (757–200 Series) or 757–
28A0082 (757–300 Series).
CENTER TANK FUEL PUMPS
Center tank fuel pump switches must not
be ‘‘ON’’ unless personnel are available in
the flight deck to monitor low PRESS lights.
For ground operations prior to engine start:
The center tank fuel pump switches must not
be positioned ON unless the center tank
contains usable fuel. With center tank fuel
pump switches ON, verify both center tank
fuel pump low PRESS lights are illuminated
and EICAS CTR L FUEL PUMP and CTR R
FUEL PUMP messages are displayed.
For ground operations after engine start
and flight operations: The center tank fuel
pump switch must be selected OFF when the
respective CTR L FUEL PUMP or CTR R
FUEL PUMP message displays. Both center
tank fuel pump switches must be selected
OFF when either the CTR L FUEL PUMP or
CTR R FUEL PUMP message displays if the
center tank is empty. During cruise flight,
both center tank pump switches may be
reselected ON whenever center tank usable
fuel is indicated.
DE-FUELING AND FUEL TRANSFER
When transferring fuel or de-fueling center
or main wing tanks, the center fuel pump low
PRESS must be monitored and the fuel pump
switches positioned to ‘‘OFF’ at the first
indication of low pressure. Prior to
transferring fuel or de-fueling, conduct a
lamp test of the respective fuel pump low
PRESS lights.
De-fueling main wing tanks with
passengers onboard is prohibited if main tank
fuel pumps are powered. De-fueling center
wing tank with passengers onboard is
prohibited if the center wing tank fuel pumps
are powered with the automatic center tank
fuel pump power removal system inhibited.
Fuel may be transferred from tank to tank, or
the aircraft may be de-fueled with passengers
onboard, provided fuel quantity in the tank
from which fuel is being transferred from is
maintained above 2,000 pounds (900
kilograms).’’
Note 3: When statements identical to those
in paragraph (i)(2) of this AD have been
included in the general revisions of the AFM,
the general revisions may be inserted into the
AFM, and the copy of this AD may be
removed from the AFM.
Airworthiness Limitations (AWLs) Revision
for AWL No. 28–AWL–20
(j) Concurrently with accomplishing the
actions required by paragraph (g) of this AD:
Revise the AWLs section of the Instructions
for Continued Airworthiness (ICA) by
incorporating AWL No. 28–AWL–20 of
Subsection G of Section 9 of the Boeing 757
Maintenance Planning Data (MPD)
Document, D622N001–9, Revision January
2006, into the MPD. Accomplishing the
revision in accordance with a later revision
of the MPD is an acceptable method of
PO 00000
Frm 00033
Fmt 4700
Sfmt 4700
30759
compliance if the revision is approved by the
Manager, Seattle Aircraft Certification Office
(ACO), FAA.
Installation of Secondary Override Pump
Control Relays
(k) Within 60 months after the effective
date of this AD: Replace fuel control panel
assembly part number 233N3206–( )
(equipment number M10055) with a
modified fuel control assembly, install the
secondary override pump control relays for
the center tank fuel pumps in the P33 and
P37 relay panels, and do all other specified
actions as applicable, by accomplishing all of
the applicable actions specified in the
applicable service bulletin. The other
specified actions must be accomplished
before further flight after installing the
secondary override pump control relays.
Concurrent Modification of the M10055 Fuel
Control Panel Assembly
(l) For airplanes identified in paragraph
1.A.1. of Boeing Service Bulletin 757–
28A0105, Revision 1, dated April 2, 2007,
equipped with any fuel control panel
assembly identified in paragraph 1.A. of BAE
Systems Service Bulletin 233N3206–28–03,
dated October 4, 2006: Before or concurrently
with accomplishing the actions required by
paragraph (k) of this AD, modify the fuel
control panel assembly, in accordance with
BAE Systems Service Bulletin 233N3206–28–
03, dated October 4, 2006.
AWLs Revision for AWL No. 28–AWL–26
(m) Before or concurrently with
accomplishing the actions required by
paragraph (k) of this AD: Revise the AWLs
section of the ICA by incorporating AWL No.
28–AWL–26 of Boeing Temporary Revision
(TR) 09–006, dated January 2007, into the
MPD. Boeing TR 09–006 is published as
Section 9 of the Boeing 757 MPD Document,
D622N001–9, Revision January 2007.
Accomplishing the revision in accordance
with a later revision of the MPD is an
acceptable method of compliance if the
revision is approved by the Manager, Seattle
ACO.
Terminating Action for AD 2002–24–51
(n) Accomplishing the actions required by
paragraphs (g), (h), (i), and (j) of this AD
terminates the AFM limitations required by
paragraph (e) of AD 2002–24–51 for Model
757–200, –200CB, –200PF, and –300 series
airplanes that have the automatic shutoff
system installed, except for the following
limitation: ‘‘Warning Do not reset a tripped
fuel pump circuit breaker.’’
Except for this limitation, all other AFM
limitations required by paragraph (e) of AD
2002–24–51 for Model 757–200, –200CB,
–200PF, and –300 series airplanes may be
removed from the AFM after accomplishing
the actions required by paragraphs (g), (h), (i),
and (j) of this AD.
Credit for Actions Done According to
Previous Issue of Service Bulletin
(o) Actions accomplished before the
effective date of this AD in accordance with
Boeing Alert Service Bulletin 757–28A0105,
dated January 31, 2007, are considered
acceptable for compliance with the
E:\FR\FM\29MYR1.SGM
29MYR1
30760
Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations
corresponding actions specified in paragraph
(k) of this AD.
Terminating Action for Certain Airplanes
(p) For Model 757–200 and –300 series
airplanes: Installing and maintaining TDG
Aerospace, Inc. Universal Fault Interrupter
(UFI), in accordance with Supplemental
Type Certificate (STC) ST01950LA,
terminates the actions required by paragraphs
(g) through (m) of this AD; provided that,
concurrently with installing a UFI on any
airplane in an operator’s fleet, a placard is
installed adjacent to the pilot’s primary flight
display on all airplanes in the operator’s fleet
not equipped with a UFI. The placard reads
as follows (alternative placard wording may
be used if approved by an appropriate FAA
Principal Operations Inspector): ‘‘AD 2002–
24–51 fuel usage restrictions required.’’
Installation of a placard in accordance with
paragraph (e) of AD 2002–19–52 or paragraph
(h) of this AD is acceptable for compliance
with the placard installation required by this
paragraph. Installing a UFI in accordance
with STC ST01950LA, or an automatic
shutoff system in accordance with paragraph
(g) of this AD, on an airplane terminates the
placard installation required by this
paragraph for only that airplane. Installing
UFIs in accordance with STC ST01950LA, or
automatic shutoff systems in accordance with
paragraph (g) of this AD, on all airplanes in
an operator’s fleet terminates the placard
installation required by this paragraph for all
airplanes in an operator’s fleet. If UFIs or
automatic shutoff systems are installed
concurrently on all airplanes in an operator’s
fleet, or if operation according to the fuel
usage restrictions of AD 2002–24–51 is
maintained until UFIs or automatic shutoff
systems are installed on all airplanes in an
operator’s fleet, the placard installation
specified in this paragraph is not required.
corresponding action required by paragraphs
(j) and (m) of this AD.
Terminating Action for AWLs Revision
(q) Incorporating AWLs No. 28–AWL–20
and No. 28–AWL–26 into the AWLs section
of the ICA in accordance with paragraph
(g)(3) of AD 2008–10–11 terminates the
Material Incorporated by Reference
Alternative Methods of Compliance
(AMOCs)
(r)(1) The Manager, Seattle ACO, has the
authority to approve AMOCs for this AD, if
requested in accordance with the procedures
found in 14 CFR 39.19.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
(s) You must use the service information
contained in Table 2 of this AD to do the
actions required by this AD, as applicable,
unless the AD specifies otherwise.
TABLE 2.—MATERIAL INCORPORATED BY REFERENCE
Service information
Revision
Date
BAE Systems Service Bulletin 233N3206–28–03 ............................................................................
Boeing Alert Service Bulletin 757–28A0081 ....................................................................................
Boeing Alert Service Bulletin 757–28A0082 ....................................................................................
Boeing Service Bulletin 757–28A0105 .............................................................................................
Boeing 757 Maintenance Planning Data Document, D622N001–9, Section 9, Subsection G .......
Boeing Temporary Revision 09–006 to the Boeing 757 Maintenance Planning Data Document,
D622N001–9. Boeing Temporary Revision 09–006 is published as Section 9 of the Boeing
757 Maintenance Planning Data Document, D622N001–9, Revision January 2007.
Original .........................
Original .........................
Original .........................
1 ...................................
January 2006 ...............
Original .........................
October 4, 2006.
February 16, 2006.
February 16, 2006.
April 2, 2007.
January 2006.
January 2007.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207.
(3) You may review copies of the service
information that is incorporated by reference
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton,
Washington; or at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
or damage to the structural inner glass
panes of the flight deck No. 2, No. 4,
and No. 5 windows, which could result
in loss of a window and rapid loss of
cabin pressure. Loss of cabin pressure
could cause crew communication
difficulties or crew incapacitation.
DATES: This AD is effective July 3, 2008.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of July 3, 2008.
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207.
Issued in Renton, Washington, on May 8,
2008.
Michael J. Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E8–11275 Filed 5–28–08; 8:45 am]
pwalker on PROD1PC71 with RULES
BILLING CODE 4910–13–P
VerDate Aug<31>2005
17:07 May 28, 2008
Jkt 214001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–0263; Directorate
Identifier 2007–NM–207–AD; Amendment
39–15530; AD 2008–11–08]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 737–600, –700, –700C, –800,
–900, and –900ER Series Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) for all
Boeing Model 737–600, –700, –700C,
–800, –900, and –900ER series
airplanes. This AD requires repetitive
inspections for any cracking of or
damage to the left side and right side
flight deck No. 2, No. 4, and No. 5
windows, as necessary, and corrective
actions if necessary. This AD results
from reports of in-flight departure and
separation of the flight deck windows.
We are issuing this AD to detect and
correct cracking in the vinyl interlayer
PO 00000
Frm 00034
Fmt 4700
Sfmt 4700
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the Document Management Facility,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
E:\FR\FM\29MYR1.SGM
29MYR1
]]>Agencies
[Federal Register Volume 73, Number 104 (Thursday, May 29, 2008)]
[Rules and Regulations]
[Pages 30755-30760]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-11275]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-28598; Directorate Identifier 2007-NM-036-AD;
Amendment 39-15529; AD 2008-11-07]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 757 Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for all
Boeing Model 757 airplanes. This AD requires installation of an
automatic shutoff system for the center tank fuel boost pumps, and
installation of a placard in the airplane flight deck if necessary.
This AD also requires revisions to the Limitations and Normal
Procedures sections of the airplane flight manual to advise the
flightcrew of certain operating restrictions for airplanes equipped
with an automated center tank fuel pump shutoff control. This AD also
requires a revision to the Airworthiness Limitations (AWLs) section of
the Instructions for Continued Airworthiness to incorporate AWLs No.
28-AWL-20 and No. 28-AWL-26. This AD also requires replacement of the
fuel control panel assembly with a modified part, installation of two
secondary pump control relays for the center tank fuel pumps, other
specified actions, and concurrent modification of the fuel control
panel assembly. This AD results from fuel system reviews conducted by
the manufacturer. We are issuing this AD to prevent center tank fuel
pump operation with continuous low pressure, which could lead to
friction sparks or overheating in the fuel pump inlet that could create
a potential ignition source inside the center fuel tank; these
conditions, in combination with flammable fuel vapors, could result in
a center fuel tank explosion and consequent loss of the airplane.
DATES: This AD is effective July 3, 2008.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of July 3, 2008.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation,
any comments received, and other information. The address for the
Docket Office (telephone 800-647-5527) is the Document Management
Facility, U.S. Department of Transportation, Docket Operations, M-30,
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Judy Coyle, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6497; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness directive (AD) that would apply to
all Boeing Model 757-200, -200CB, -200PF, and -300 series airplanes.
That NPRM was published in the Federal Register on July 9, 2007 (72 FR
37132). That NPRM proposed to require installation of an automatic
shutoff system for the center tank fuel boost pumps, and installation
of a placard in the airplane flight deck if necessary. That NPRM also
proposed to require revisions to the Limitations and Normal Procedures
sections of the airplane flight manual to advise the flightcrew of
certain operating restrictions for airplanes equipped with an automated
center tank fuel pump shutoff control. That NPRM also proposed to
require a revision to the Airworthiness Limitations (AWLs) section of
the Instructions for Continued Airworthiness (ICA) to incorporate AWLs
No. 28-AWL-20 and No. 28-AWL-26. That NPRM also proposed to require
replacement of the fuel control panel assembly with a modified part,
installation of two secondary pump control relays for the center tank
fuel pumps, other specified actions, and concurrent modification of the
fuel control panel assembly.
Actions Since NPRM Was Issued
On April 29, 2008, we issued AD 2008-10-11, amendment 39-15517,
that applies to all Model 757 airplanes. AD 2008-10-11, among other
actions, requires revising the AWLs section of the ICA by incorporating
AWLs No. 28-AWL-01 through No. 28-AWL-24 of Section 9 of the Boeing 757
Maintenance Planning Document (MPD) Document D622N001-9, Revision March
2008. AD 2008-10-11 also provides the optional action of incorporating
AWL No. 28-AWL-26. This AD, however, requires the incorporation of AWLs
No. 28-AWL-20 and No. 28-AWL-26 in accordance with paragraphs (j) and
(m) of this AD, respectively. Therefore, we have added a new paragraph
(q) to this AD specifying that incorporating AWLs No. 28-AWL-20 and No.
28-AWL-26 into the AWLs section of the ICA in accordance with paragraph
(g)(3) of AD 2008-10-11 terminates the corresponding actions required
by this AD.
Comments
We gave the public the opportunity to participate in developing
this AD. We considered the comments received from the four commenters.
Request To Revise the Unsafe Condition
Boeing requests that we clarify the unsafe condition in the summary
and in paragraph (d) of the NPRM. Boeing states that the unsafe
condition exists when continuous low pressure is indicated during pump
operation with no fuel available to cover the pump inlet, and that it
does not exist when there is fuel available to cover the pump inlet
during pump operation. Boeing suggests using the following statement:
We are issuing this AD to prevent center tank fuel pump
operation with continuous low pressure (with no fuel passing through
the pump), which could lead to friction sparks or overheating in the
fuel pump inlet that could create a potential ignition source inside
the center fuel tank. These conditions, in combination with
flammable fuel vapors, could result in a center fuel tank explosion
and consequent loss of the airplane.
We agree that the unsafe condition is present only when there is no
fuel available to cover the pump inlet. When fuel is not covering the
pump inlet, the ``continuous low pressure'' indication will be present.
Therefore, we have not added the phrase ``with no fuel passing through
the pump'' to this AD in this regard, since the continuous low pressure
indication is integral to describing the unsafe condition. We have,
however, revised the summary and paragraph (d) of this AD by
[[Page 30756]]
replacing ``or'' with ``that'' to specify ``* * * overheating in the
fuel pump inlet that could create a potential ignition source * * * ''
Request To Explain Policy for Alternative Methods of Compliance (AMOCs)
TDG Aerospace requests that we explain our criteria in determining
which FAA-approved solutions are specified as a primary means of
compliance as opposed to being identified as an AMOC and listed in the
AMOC paragraph of an AD. TDG Aerospace states that it would be logical
to include all solutions that exist and address an unsafe condition in
an AD as a primary means of compliance. TDG Aerospace asserts that, by
not doing so, we are failing to provide operators with a comprehensive
discussion of the cost and scheduling impact associated with
compliance, and that this practice could misrepresent ongoing
maintenance and airworthiness limitation requirements. TDG Aerospace
also asserts that it appears that preferential bias is shown towards
one particular solution, even though two or more other equivalent
solutions might exist. TDG Aerospace points to AD 2002-21-06, amendment
39-12912 (68 FR 12802, March 18, 2003), as an example of an AD that
lists several equivalent solutions for addressing an unsafe condition.
We find that clarification of the AMOC process is necessary. An
AMOC is issued only after an AD has been issued. AMOCs provide an
alternative method of compliance to those methods that are cited in the
associated AD.
When an unsafe condition is identified, the burden of developing a
means for correcting the unsafe condition is placed on the original
equipment manufacturer (OEM). Usually, no means for correcting an
unsafe condition other than those provided by the OEM exist when we
issue an AD. We agree that if multiple solutions exist that have fleet-
wide application, such solutions may be cited in an AD. However, such
solutions would be included in the AD only as methods of compliance
with the requirements of the AD--not as AMOCs.
In cases where a non-OEM solution does not have fleet-wide
application, it would not be appropriate to include the solution in the
AD. Such solutions are best addressed by requesting approval as AMOCs
after the AD has been issued. We disagree that this approach undermines
the efficacy of those alternative methods, or shows bias towards the
OEM's method. A key aspect of the notice of proposed rulemaking process
is to do specifically what the commenter is recommending, which is to
provide an opportunity for us to become aware of other potential
solutions to an unsafe condition. Any person who might be aware of
another means to correct the unsafe condition is free to propose that
means during the comment period to the proposed AD. We would then
carefully consider the comment before issuing the AD.
Further, we have reviewed AD 2002-21-06, and that AD is in line
with this practice. That AD refers to approved AMOCs; however, when a
new AD supersedes a previously issued AD, we make an assessment of any
AMOCs that may have been approved for the previously issued AD. If
appropriate, we include a reference to those AMOCs in the new AD to
preclude an affected operator from having to re-apply for AMOC
approval.
In this case, we have determined that installing and maintaining
TDG Aerospace Universal Fault Interrupter (UFI), in accordance with
Supplemental Type Certificate (STC) ST01950LA, would also address the
unsafe condition on Model 757-200 and -300 series airplanes. Therefore,
we have deleted paragraph (p)(3) of the NPRM and added a new paragraph
(p) to this AD specifying that incorporating STC ST01950LA terminates
the requirements of paragraphs (g) through (m) of this AD. We have also
added a concurrent requirement to paragraph (p) of this AD to install a
placard on all airplanes in the operator's fleet not equipped with a
UFI or automatic shutoff system.
Request To Clarify the Summary
Boeing requests that we add a statement to the NPRM specifying that
this AD will not be extended to the main wing tanks, as discussed in
meetings between Boeing and the Seattle Aircraft Certification Office,
FAA. Boeing states that AD 2002-24-51, amendment 39-12992 (68 FR 10,
January 2, 2003), was based upon discrepancies in the manufacturing
process, and that AD 2002-24-51 was later expanded because inspection
of in-service units showed that the units could possibly overheat in
service or during manufacture. Boeing further states that there is no
service history of incidents or accidents on the main wing tanks on
Model 757 airplanes to support this AD.
Although we agree that the scope of this AD is not being expanded
to address the main wing tanks, revising the summary of this AD is not
necessary because it only discusses the center fuel tanks. We have not
changed this AD in this regard.
Request To Allow Use of Existing AMOC
Boeing requests that we revise the NPRM to specify that operators
may continue using the procedures in the following documents as an
AMOC, until an operator has inspected all center tank fuel pumps and
modified all airplanes in its fleet: AD 2002-19-52, amendment 39-12900
(67 FR 61253, September 30, 2002), and AD 2002-24-51; or FAA Approval
Letter 140S-03-234, dated August 15, 2003. As justification, Boeing
states that the AMOC has already been accepted as a valid means of
fulfilling the intent of the AD pending hardware installation.
We agree that the procedures in AD 2002-19-52 and AD 2002-24-51, or
the procedures approved by FAA Approval Letter 140S-03-234 as an AMOC
to AD 2002-19-52 and AD 2002-24-51, continue to be acceptable until all
airplanes in an operator's fleet are in compliance with all the
requirements of this AD. As stated in the NPRM, installing a placard in
accordance with paragraph (e) of AD 2002-19-52 is acceptable for
compliance with paragraph (h) of this AD. Also, paragraph (n) of this
AD states that accomplishing the actions specified in paragraphs (g),
(h), (i), and (j) of this AD terminates the AFM revision specified in
paragraph (e) of AD 2002-24-51 for Model 757-200, -200CB, -200PF, and -
300 series airplanes that have the automatic shutoff system installed.
No change to this AD is necessary in this regard.
Request To Allow Use of an AMOC
UPS requests that we revise the NPRM to allow AD 2002-24-51 as an
AMOC and terminating action to the proposed requirements of the NPRM.
As justification, UPS states that there is no opportunity for potential
ignition sources to develop from the center tank fuel pump, since AD
2002-24-51 prohibits operating the fuel pumps when the center tank fuel
quantity reaches 1,000 pounds; under this limitation, the fuel pump is
submerged and always covered with fuel. UPS believes that the
limitations required by AD 2002-24-51 provide a higher level of safety
than the automatic shutoff system because the limitations of AD 2002-
24-51 always require the fuel pumps to be submerged in fuel, precluding
the opportunity for dry running the pumps. UPS further states that,
since Boeing Service Bulletin 757-28A0105, Revision 1, dated April 2,
2007, was issued to counteract the potential continued dry running of
the fuel pump, it should not be required for
[[Page 30757]]
operators who have accomplished AD 2002-24-51.
We do not agree to allow AD 2002-24-51 as an AMOC or terminating
action for the requirements of this AD. The changes to the pump control
system required by this AD address problems with the system, such as
indication failures and power relay failures, that the limitations
required by AD 2002-24-51 do not address. Further, the FAA Flight
Standards Service has informed us that there are flights where the fuel
pumps are not turned off as required by AD 2002-24-51 because of the
lack of crew indication prompting early shutoff of the fuel pumps. AD
2002-24-51 was intended only to be an interim action until the pump
power control system changes were developed and incorporated. We have
determined that installing the automatic shutoff system provides a
higher level of safety because it prevents extended dry running of the
fuel pumps. Therefore, we have not changed this AD in this regard.
Request To Revise AWLs Intervals
KLM Royal Dutch Airlines, on behalf of several operators, requests
that we review a 45-page proposal to align certain Airworthiness
Limitation Item (ALI) intervals with the applicable maintenance
significant item (MSI) and enhanced zonal analysis procedure (EZAP)
intervals, for Model 737, 747, 757, 767, and 777 airplanes. The
recommendations in that proposal ensure that the ALI intervals align
with the maintenance schedule of the operators.
We have reviewed the proposal and note that it recommends extending
the inspection interval for AWL No. 28-AWL-20 from 1 year to 24 months.
We infer that the operators request that we revise paragraph (m) of
this AD to extend the inspection interval for AWL No. 28-AWL-20 of
Boeing Temporary Revision (TR) 09-006, dated January 2007, to the
Boeing 757 Maintenance Planning Document, D622N001-9. That 1-year
interval was determined using a quantitative fault tree analysis. Given
the confidence level of certain inputs into that analysis, it would not
be appropriate to extend the inspection interval until sufficient
reliability data is available to substantiate those assumptions.
Therefore, we have determined that a 1-year interval is appropriate for
ensuring an acceptable level of safety. No change to this AD is
necessary in this regard.
Request To Explain Compliance With Industry Guidance
TDG Aerospace requests that we specify whether the service
bulletins referred to in the NPRM are in compliance with the
requirements of section 25.981(a) and (b) of the Federal Aviation
Regulations (14 CFR 25.981(a) and (b)) and with section 25.1309(c) of
the Federal Aviation Regulations (14 CFR 25.1309(c)) with respect to
latent failure conditions. If so, TDG Aerospace further requests that
we discuss any inaccuracies between the service bulletins and FAA
Advisory Circular (AC) 25.981-1B, ``Fuel Tank Ignition Source
Prevention Guidelines,'' dated April 18, 2001; AC 25.1309-1A, ``System
Design and Analysis,'' dated June 21, 1988; and MIL-HDBK-217F,
``Reliability Prediction of Electronic Equipment.''
The Boeing service bulletins referred to in this AD are FAA-
approved and were found to comply with the requirements of 14 CFR
25.981(a) and (b), amendment 25-102. In developing the service
bulletins, Boeing followed the guidance cited by TDG Aerospace.
Boeing's substantiation included other features with the fuel pump that
contribute an additional condition probability to the latent failure
cases referred to by TDG Aerospace. No change to this AD is necessary
in this regard.
Request To Adopt an Industry-Collaborative Approach
TDG Aerospace suggests that we use the regulatory docket as a tool
to encourage industry participation in the pursuit of solutions to
known deficiencies that we intend to address with an AD. TDG Aerospace
suggests that such an approach would not only result in the most
efficient and cost-effective solutions, but also reduce the delay in
bringing viable corrective actions to the market.
We welcome any feedback that will improve the AD process for
industry, while also ensuring that an unsafe condition is adequately
addressed in an appropriate amount of time. As stated previously, the
burden of developing a means for correcting the unsafe condition is
placed on the OEM. We have found that the comment period is most useful
if we notify operators about the work required by a proposed AD, which
is typically detailed in a service bulletin. Also, in determining the
appropriate compliance time for an AD, we must consider both the risk
and scope of work that would be required. Without service information,
it would be difficult to set appropriate compliance times, or provide
operators with an opportunity to comment on the merits of a corrective
action. No change to this AD in necessary in this regard.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We also determined that
these changes will not increase the economic burden on any operator or
increase the scope of the AD.
Costs of Compliance
There are about 1,094 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs, at
an average labor rate of $80 per hour, for U.S. operators to comply
with this AD. The estimated cost of parts in the following table
depends on the airplane configuration.
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of
Work U.S.-
Model Action hours Parts Cost per airplane registered Fleet cost
airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
757-200, -200CB, and -200PF, Installation of 91 $8,309 to $9,194......... $15,589 to $16,474....... 631 $9,836,659 to $10,395,094.
series airplanes. the automatic
shutoff system.
757-300 series airplanes..... Installation of 51 $8,598 to $8,654......... $12,678 to $12,734....... 75 $950,850 to $955,050.
the automatic
shutoff system.
757-200, -200CB, -200PF, and - Placard 1 $10...................... $90...................... 706 $63,540.
300 series airplanes. installation,
if necessary.
AFM revision.... 1 None..................... $80...................... 706 $56,480.
AWLs revision... 1 None..................... $80...................... 706 $56,480.
Installation of 29 $2,097................... $4,417................... 706 $3,118,402.
secondary pump
control relays.
[[Page 30758]]
Concurrent 2 $40...................... $200..................... 706 $141,200
modification of
the fuel
control panel
assembly.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD 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.
For the reasons discussed above, I certify that this AD:
(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.
You can find our regulatory evaluation and the estimated costs of
compliance in the AD Docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 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. The FAA amends Sec. 39.13 by adding the following new AD:
2008-11-07 Boeing: Amendment 39-15529. Docket No. FAA-2007-28598;
Directorate Identifier 2007-NM-036-AD.
Effective Date
(a) This airworthiness directive (AD) is effective July 3, 2008.
Affected ADs
(b) Accomplishing certain paragraphs of this AD terminates
certain requirements of AD 2002-24-51, amendment 39-12992.
Applicability
(c) This AD applies to all Boeing Model 757-200, -200CB, -200PF,
and -300 series airplanes, certificated in any category.
Note 1: This AD requires revisions to certain operator
maintenance documents to include new inspections of the automatic
shutoff system for the center tank fuel boost pumps. Compliance with
these inspections is required by 14 CFR 43.16 and 91.403(c). For
airplanes that have been previously modified, altered, or repaired
in the areas addressed by these inspections, the operator may not be
able to accomplish the inspections described in the revisions. In
this situation, to comply with 14 CFR 91.403(c), the operator must
request approval for an alternative method of compliance according
to paragraph (r) of this AD. The request should include a
description of changes to the required inspections that will ensure
acceptable maintenance of the automatic shutoff system.
Unsafe Condition
(d) This AD results from fuel system reviews conducted by the
manufacturer. We are issuing this AD to prevent center tank fuel
pump operation with continuous low pressure, which could lead to
friction sparks or overheating in the fuel pump inlet that could
create a potential ignition source inside the center fuel tank;
these conditions, in combination with flammable fuel vapors, could
result in a center fuel tank explosion and consequent loss of the
airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Service Bulletin References
(f) The term ``service bulletin,'' as used in this AD, means the
Accomplishment Instructions of the service bulletins identified in
Table 1 of this AD, as applicable.
Table 1.--Service Bulletin References
------------------------------------------------------------------------
Airplanes Action Service Bulletin
------------------------------------------------------------------------
Model 757-200, -200CB, and - Installation Boeing Alert
200PF series airplanes. specified in Service Bulletin
paragraph (g) of 757-28A0081,
this AD. dated February
16, 2006.
Model 757-300 series airplanes.. Installation Boeing Alert
specified in Service Bulletin
paragraph (g) of 757-28A0082,
this AD. dated February
16, 2006.
For Model 757-200, -200CB, - Installation Boeing Service
200PF, and -300 series specified in Bulletin 757-
airplanes. paragraph (k) of 28A0105, Revision
this AD. 1, dated April 2,
2007.
------------------------------------------------------------------------
[[Page 30759]]
Installation of Automatic Shutoff System for the Center Tank Fuel Boost
Pumps
(g) Within 36 months after the effective date of this AD:
Install an automatic shutoff system for the center tank fuel boost
pumps, by accomplishing all of the actions specified in the
applicable service bulletin. If a placard has been previously
installed on the airplane in accordance with paragraph (h) of this
AD, the placard may be removed from the flight deck of only that
airplane after the automatic shutoff system has been installed.
Installing automatic shutoff systems on all airplanes in an
operator's fleet, in accordance with this paragraph, terminates the
placard installation required by paragraph (h) of this AD, for all
airplanes in an operator's fleet.
Placard Installation for Mixed Fleet Operation
(h) Concurrently with installing an automatic shutoff system on
any airplane in an operator's fleet, as required by paragraph (g) of
this AD: Install a placard adjacent to the pilot's primary flight
display on all airplanes in the operator's fleet not equipped with
an automatic shutoff system for the center tank fuel boost pumps.
The placard reads as follows (alternative placard wording may be
used if approved by an appropriate FAA Principal Operations
Inspector): ``AD 2002-24-51 fuel usage restrictions required.''
Installation of a placard in accordance with paragraph (e) of AD
2002-19-52, amendment 39-12900, is acceptable for compliance with
the requirements of this paragraph. Installing an automatic shutoff
system on an airplane, in accordance with paragraph (g) of this AD,
terminates the placard installation required by this paragraph, for
only that airplane. Installing automatic shutoff systems on all
airplanes in an operator's fleet, in accordance with paragraph (g)
of this AD, terminates the placard installation required by this
paragraph, for all airplanes in an operator's fleet. If automatic
shutoff systems are installed concurrently on all airplanes in an
operator's fleet in accordance with paragraph (g) of this AD, or if
operation according to the fuel usage restrictions of AD 2002-24-51
is maintained until automatic shutoff systems are installed on all
airplanes in an operator's fleet, the placard installation specified
in this paragraph is not required.
Airplane Flight Manual (AFM) Revision
(i) Concurrently with accomplishing the actions required by
paragraph (g) of this AD: Do the actions specified in paragraphs
(i)(1) and (i)(2) of this AD.
(1) Revise Section 1 of the Limitations section of the Boeing
757 AFM to include the following statement. This may be done by
inserting a copy of this AD in the AFM.
``Intentional dry running of a center tank fuel pump (CTR L FUEL
PUMP or CTR R FUEL PUMP message displayed on EICAS) is prohibited.''
Note 2: When a statement identical to that in paragraph (i)(1)
of this AD has been included in the general revisions of the AFM,
the general revisions may be inserted into the AFM, and the copy of
this AD may be removed from the AFM.
(2) Revise Section 3.1 of the Normal Procedures section of the
Boeing 757 AFM to include the following statements. This may be done
by inserting a copy of this AD in the AFM.
``Procedures contained on this page are applicable to airplanes
equipped with the automatic center tank fuel pump power removal
system per Boeing Service Bulletin 757-28A0081 (757-200 Series) or
757-28A0082 (757-300 Series).
CENTER TANK FUEL PUMPS
Center tank fuel pump switches must not be ``ON'' unless
personnel are available in the flight deck to monitor low PRESS
lights.
For ground operations prior to engine start: The center tank
fuel pump switches must not be positioned ON unless the center tank
contains usable fuel. With center tank fuel pump switches ON, verify
both center tank fuel pump low PRESS lights are illuminated and
EICAS CTR L FUEL PUMP and CTR R FUEL PUMP messages are displayed.
For ground operations after engine start and flight operations:
The center tank fuel pump switch must be selected OFF when the
respective CTR L FUEL PUMP or CTR R FUEL PUMP message displays. Both
center tank fuel pump switches must be selected OFF when either the
CTR L FUEL PUMP or CTR R FUEL PUMP message displays if the center
tank is empty. During cruise flight, both center tank pump switches
may be reselected ON whenever center tank usable fuel is indicated.
DE-FUELING AND FUEL TRANSFER
When transferring fuel or de-fueling center or main wing tanks,
the center fuel pump low PRESS must be monitored and the fuel pump
switches positioned to ``OFF' at the first indication of low
pressure. Prior to transferring fuel or de-fueling, conduct a lamp
test of the respective fuel pump low PRESS lights.
De-fueling main wing tanks with passengers onboard is prohibited
if main tank fuel pumps are powered. De-fueling center wing tank
with passengers onboard is prohibited if the center wing tank fuel
pumps are powered with the automatic center tank fuel pump power
removal system inhibited. Fuel may be transferred from tank to tank,
or the aircraft may be de-fueled with passengers onboard, provided
fuel quantity in the tank from which fuel is being transferred from
is maintained above 2,000 pounds (900 kilograms).''
Note 3: When statements identical to those in paragraph (i)(2)
of this AD have been included in the general revisions of the AFM,
the general revisions may be inserted into the AFM, and the copy of
this AD may be removed from the AFM.
Airworthiness Limitations (AWLs) Revision for AWL No. 28-AWL-20
(j) Concurrently with accomplishing the actions required by
paragraph (g) of this AD: Revise the AWLs section of the
Instructions for Continued Airworthiness (ICA) by incorporating AWL
No. 28-AWL-20 of Subsection G of Section 9 of the Boeing 757
Maintenance Planning Data (MPD) Document, D622N001-9, Revision
January 2006, into the MPD. Accomplishing the revision in accordance
with a later revision of the MPD is an acceptable method of
compliance if the revision is approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA.
Installation of Secondary Override Pump Control Relays
(k) Within 60 months after the effective date of this AD:
Replace fuel control panel assembly part number 233N3206-( )
(equipment number M10055) with a modified fuel control assembly,
install the secondary override pump control relays for the center
tank fuel pumps in the P33 and P37 relay panels, and do all other
specified actions as applicable, by accomplishing all of the
applicable actions specified in the applicable service bulletin. The
other specified actions must be accomplished before further flight
after installing the secondary override pump control relays.
Concurrent Modification of the M10055 Fuel Control Panel Assembly
(l) For airplanes identified in paragraph 1.A.1. of Boeing
Service Bulletin 757-28A0105, Revision 1, dated April 2, 2007,
equipped with any fuel control panel assembly identified in
paragraph 1.A. of BAE Systems Service Bulletin 233N3206-28-03, dated
October 4, 2006: Before or concurrently with accomplishing the
actions required by paragraph (k) of this AD, modify the fuel
control panel assembly, in accordance with BAE Systems Service
Bulletin 233N3206-28-03, dated October 4, 2006.
AWLs Revision for AWL No. 28-AWL-26
(m) Before or concurrently with accomplishing the actions
required by paragraph (k) of this AD: Revise the AWLs section of the
ICA by incorporating AWL No. 28-AWL-26 of Boeing Temporary Revision
(TR) 09-006, dated January 2007, into the MPD. Boeing TR 09-006 is
published as Section 9 of the Boeing 757 MPD Document, D622N001-9,
Revision January 2007. Accomplishing the revision in accordance with
a later revision of the MPD is an acceptable method of compliance if
the revision is approved by the Manager, Seattle ACO.
Terminating Action for AD 2002-24-51
(n) Accomplishing the actions required by paragraphs (g), (h),
(i), and (j) of this AD terminates the AFM limitations required by
paragraph (e) of AD 2002-24-51 for Model 757-200, -200CB, -200PF,
and -300 series airplanes that have the automatic shutoff system
installed, except for the following limitation: ``Warning Do not
reset a tripped fuel pump circuit breaker.''
Except for this limitation, all other AFM limitations required
by paragraph (e) of AD 2002-24-51 for Model 757-200, -200CB, -200PF,
and -300 series airplanes may be removed from the AFM after
accomplishing the actions required by paragraphs (g), (h), (i), and
(j) of this AD.
Credit for Actions Done According to Previous Issue of Service Bulletin
(o) Actions accomplished before the effective date of this AD in
accordance with Boeing Alert Service Bulletin 757-28A0105, dated
January 31, 2007, are considered acceptable for compliance with the
[[Page 30760]]
corresponding actions specified in paragraph (k) of this AD.
Terminating Action for Certain Airplanes
(p) For Model 757-200 and -300 series airplanes: Installing and
maintaining TDG Aerospace, Inc. Universal Fault Interrupter (UFI),
in accordance with Supplemental Type Certificate (STC) ST01950LA,
terminates the actions required by paragraphs (g) through (m) of
this AD; provided that, concurrently with installing a UFI on any
airplane in an operator's fleet, a placard is installed adjacent to
the pilot's primary flight display on all airplanes in the
operator's fleet not equipped with a UFI. The placard reads as
follows (alternative placard wording may be used if approved by an
appropriate FAA Principal Operations Inspector): ``AD 2002-24-51
fuel usage restrictions required.''
Installation of a placard in accordance with paragraph (e) of AD
2002-19-52 or paragraph (h) of this AD is acceptable for compliance
with the placard installation required by this paragraph. Installing
a UFI in accordance with STC ST01950LA, or an automatic shutoff
system in accordance with paragraph (g) of this AD, on an airplane
terminates the placard installation required by this paragraph for
only that airplane. Installing UFIs in accordance with STC
ST01950LA, or automatic shutoff systems in accordance with paragraph
(g) of this AD, on all airplanes in an operator's fleet terminates
the placard installation required by this paragraph for all
airplanes in an operator's fleet. If UFIs or automatic shutoff
systems are installed concurrently on all airplanes in an operator's
fleet, or if operation according to the fuel usage restrictions of
AD 2002-24-51 is maintained until UFIs or automatic shutoff systems
are installed on all airplanes in an operator's fleet, the placard
installation specified in this paragraph is not required.
Terminating Action for AWLs Revision
(q) Incorporating AWLs No. 28-AWL-20 and No. 28-AWL-26 into the
AWLs section of the ICA in accordance with paragraph (g)(3) of AD
2008-10-11 terminates the corresponding action required by
paragraphs (j) and (m) of this AD.
Alternative Methods of Compliance (AMOCs)
(r)(1) The Manager, Seattle ACO, has the authority to approve
AMOCs for this AD, if requested in accordance with the procedures
found in 14 CFR 39.19.
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.
Material Incorporated by Reference
(s) You must use the service information contained in Table 2 of
this AD to do the actions required by this AD, as applicable, unless
the AD specifies otherwise.
Table 2.--Material Incorporated by Reference
----------------------------------------------------------------------------------------------------------------
Service information Revision Date
----------------------------------------------------------------------------------------------------------------
BAE Systems Service Bulletin 233N3206-28-03....... Original................. October 4, 2006.
Boeing Alert Service Bulletin 757-28A0081......... Original................. February 16, 2006.
Boeing Alert Service Bulletin 757-28A0082......... Original................. February 16, 2006.
Boeing Service Bulletin 757-28A0105............... 1........................ April 2, 2007.
Boeing 757 Maintenance Planning Data Document, January 2006............. January 2006.
D622N001-9, Section 9, Subsection G.
Boeing Temporary Revision 09-006 to the Boeing 757 Original................. January 2007.
Maintenance Planning Data Document, D622N001-9.
Boeing Temporary Revision 09-006 is published as
Section 9 of the Boeing 757 Maintenance Planning
Data Document, D622N001-9, Revision January 2007.
----------------------------------------------------------------------------------------------------------------
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington
98124-2207.
(3) You may review copies of the service information that is
incorporated by reference at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the
National Archives and Records Administration (NARA). For information
on the availability of this material at NARA, call 202-741-6030, or
go to: https://www.archives.gov/federal_register/code_of_federal_
regulations/ibr_locations.html.
Issued in Renton, Washington, on May 8, 2008.
Michael J. Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-11275 Filed 5-28-08; 8:45 am]
BILLING CODE 4910-13-P
