Airworthiness Directives; The Boeing Company Model 747-400, 747-400D, and 747-400F Series Airplanes, 38397-38404 [2010-15935]
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Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0454; Directorate
Identifier 2008–NM–156–AD; Amendment
39–16353; AD 2010–14–08]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Model 747–400, 747–400D,
and 747–400F Series Airplanes
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AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
SUMMARY: We are adopting a new
airworthiness directive (AD) for certain
Model 747–400, 747–400D, and 747–
400F series airplanes. For all airplanes,
this AD requires installing new pump
control and time delay relays, doing
related investigative and corrective
actions if necessary, and changing the
wiring for the center and main fuel tank
override/jettison fuel pumps; and, for
certain airplanes, installing new relays
and wiring for the horizontal stabilizer
override/jettison fuel pumps. This AD
also requires a revision to the
maintenance program to incorporate
Airworthiness Limitation No. 28–AWL–
24 and No. 28–AWL–26. For certain
airplanes, this AD also requires
installing an automatic shutoff system
for the horizontal stabilizer tank fuel
pumps and installing new integrated
display system software. This AD
results from fuel system reviews
conducted by the manufacturer. We are
issuing this AD to prevent
uncommanded operation of certain
override/jettison pumps which could
cause overheat, electrical arcs, or
frictional sparks, and could lead to an
ignition source inside a fuel tank. This
condition, in combination with
flammable fuel vapors, could result in a
fuel tank explosion and consequent loss
of the airplane.
DATES: This AD is effective August 6,
2010.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of August 6, 2010.
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, Washington 98124–
2207; telephone 206–544–5000,
extension 1, fax 206–766–5680; e-mail
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com.
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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:
Douglas Bryant, Aerospace Engineer,
Propulsion Branch, ANM–140S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6505; 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
certain Model 747–400, 747–400D, and
747–400F series airplanes. That NPRM
was published in the Federal Register
on June 2, 2009 (74 FR 26317). That
NPRM proposed to require installing
new pump control and time delay
relays, doing related investigative and
corrective actions if necessary, and
changing the wiring for the center and
main fuel tank override/jettison fuel
pumps; and, for certain airplanes,
installing new relays and wiring for the
horizontal stabilizer override/jettison
fuel pumps. That NPRM also proposed
to require a revision to the maintenance
program to incorporate Airworthiness
Limitation No. 28–AWL–24 and No. 28–
AWL–26. For certain airplanes that
NPRM proposed to require installing an
automatic shutoff system for the
horizontal stabilizer tank fuel pumps
and installing new integrated display
system software.
Explanation of Revised Service
Information
Boeing has published Boeing Service
Bulletins 747–28A2280 and 747–
28A2281, both Revision 1, both dated
November 25, 2009. In the NPRM, we
referred to the original issues of Boeing
Alert Service Bulletin 747–28A2280,
dated August 7, 2008; and Boeing Alert
Service Bulletin 747–28A2281, dated
December 13, 2007. We referred to the
original versions of these service
bulletins as the appropriate sources of
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38397
service information for accomplishing
certain proposed actions. The
procedures in Revision 1 of these
service bulletins are essentially the
same as those in the original issue of
these service bulletins. Revision 1
clarifies certain work instructions and
specifies that no further work is
necessary for airplanes on which the
actions in the original issue were
performed. Boeing Service Bulletin 747–
28A2281, Revision 1, dated November
25, 2009, also removes airplanes having
variable numbers RT966 and RT967
from the effectivity. These airplanes are
not equipped with horizontal stabilizer
tanks and therefore are not affected by
the identified unsafe condition.
Boeing has also published Boeing
Service Bulletin 747–28A2262, Revision
2, dated August 13, 2009. In the NPRM,
we referred to Boeing Service Bulletin
747–28A2262, Revision 1, dated May 8,
2008, for accomplishing the installation
of a new automatic shutoff system for
the horizontal stabilizer tank (HST) fuel
pumps, before or at the same time as the
actions in Boeing Service Bulletin 747–
28A2281. The procedures in Boeing
Service Bulletin 747–28A2262, Revision
2, dated August 13, 2009, are essentially
the same as those in Boeing Service
Bulletin 747–28A2262, Revision 1,
dated May 8, 2008. Revision 2 clarifies
certain work instructions and specifies
that no further work is necessary for
airplanes on which the actions in
Revision 1 were performed.
Therefore, we have changed this AD
to refer to these revised service bulletins
as the appropriate sources of service
information for the applicable actions.
We have also added a new paragraph (i)
to this AD that specifies that actions
done before the effective date of this AD
in accordance with the previous issues
of these service bulletins are acceptable
for compliance with the corresponding
requirements of this AD.
Comments
We gave the public the opportunity to
participate in developing this AD. We
considered the comments received.
Request to Clarify Certain Language
Boeing asks that the term ‘‘Integrated
Display System (IDS)’’ be changed to
‘‘IDS software’’ in all applicable sections
of the NPRM. Boeing states that this
change clarifies that the actions in the
NPRM are for a software change to the
IDS and not a change to the IDS
hardware.
We agree with the Boeing comment
for the reason given. We have added the
word ‘‘software’’ after all references to
the IDS in this AD.
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Request To Remove Certain Airplanes
Boeing asks that Model 747–400D and
–400F airplanes be removed from
paragraph (l) of the NPRM. Boeing states
that Model 747–400D and –400F
airplanes are not affected by the
horizontal stabilizer tank (HST) changes
because those airplanes do not have a
HST.
We agree with the Boeing comment
for the reason provided. We have
removed Model 747–400D and –400F
airplanes from paragraph (m) of this AD
(paragraph (m) was referred to as
paragraph (l) in the NPRM).
Request To Remove Airplane Flight
Manual (AFM) Limitation
Boeing asks that we remove the
reference to the following AFM
limitations: ‘‘The 17,000-lb center wing
tank (CWT) minimum fuel amount to
select the CWT override/jettison pumps
ON during takeoff’’ and ‘‘There is no
change to the maximum zero fuel gross
weight found in the airplane flight
manual.’’ Boeing states that the NPRM
should be consistent with the AFM
certificate limitations contained in AD
2007–13–04, Amendment 39–15108 (72
FR 33859, June 20, 2007). Boeing adds
that in discussions regarding AFM
limitations in this AD it was agreed that
AFM limitations were not required for
an obvious pilot action driven by engine
indicating and crew alerting system
(EICAS) messages.
We agree with the Boeing comment
for the reasons provided and because
the certification limitation for CWT
minimum fuel is covered by EICAS
messages, which makes it redundant.
We have removed the subject
limitations and changed the FAA letter
concerning these limitations referred to
in Note 3 of this AD.
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Request To Remove Airworthiness
Limitation (AWL) 28–AWL–26
Boeing asks that we remove the
requirement to revise the maintenance
program by incorporating AWL No. 28–
AWL–26 of Section 9, ‘‘Airworthiness
Limitations (AWLs) and Certification
Maintenance Requirements (CMRs)’’ of
the Boeing 747–400 Maintenance
Planning Data Document D621U400–9.
Boeing states that, with the introduction
of IDS–506 software, it has implemented
a status level EICAS message for the
relays that control the UncommandedON state of the main 2 and main 3 tank
fuel override/jettison pumps. Boeing
adds that these messages are now
consistent with the center tank
Uncommanded-ON messages. Boeing
notes that the EICAS message will
detect a relay that remains latched when
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in the un-powered condition. Boeing
concludes that for this reason, the need
to perform the operational test found in
Section 28–31–00 of the Boeing 747–400
airplane maintenance manual (AMM),
and called out in AWL No. 28–AWL–26,
is not necessary.
We disagree with the Boeing
comment. The AWL is part of the
airplane type design, and a design
change has not been proposed to change
the AWL. However, under the
provisions of paragraph (p)(1) of the AD,
we will consider removing the
requirement if sufficient data are
submitted to substantiate that a project
has been completed showing that
removing the requirement would
provide an acceptable level of safety.
We have made no change to the AD in
this regard.
Request To Clarify the Requirements
for Airplanes With a Deactivated HST
Japan Airlines (JAL) asks that we
clarify the NPRM requirements for
airplanes with a deactivated HST. JAL
states that it decided to deactivate the
HST system in accordance with Boeing
Service Bulletins 747–28–2310, dated
December 18, 2008; and 747–28–2314,
dated December 9, 2008. JAL adds that
the service bulletins specify removing
components, including the pumps on
horizontal stabilizer fuel tank (HSFT),
and reworking the system wiring. JAL
notes that after the service bulletins
have been incorporated, paragraphs
(g)(2), (h)(2), and (l) of the NPRM will
not apply. JAL asks that an additional
description be included in the AD
which clarifies that the requirements in
those paragraphs are only for airplanes
with an active HSFT. JAL suggests
clarifying the applicability as follows:
‘‘For Model 747–400 series airplanes
with the active horizontal stabilizer
tank.’’ In lieu of that sentence, JAL
suggests a note that specifies the
following: ‘‘The airplanes with the
horizontal stabilizer tank deactivated in
accordance with Boeing Service Bulletin
are not applicable.’’ JAL concludes that
this additional description will save on
superfluous paperwork.
We partially agree with the JAL
comments. We agree that the
applicability should be clarified for
airplanes with a deactivated HST
because those airplanes have adequately
addressed the unsafe condition.
However, we do not agree with using
the language JAL provided because it
leaves ‘‘active’’ open to interpretation.
Deactivation of a HST according to the
applicable Boeing service bulletin
referred to in Table 3 of this AD is the
only acceptable method of compliance.
We have added new paragraphs (n) and
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(o) to this AD (and reidentified
subsequent paragraphs) to provide
optional terminating action if the HST is
deactivated and to reinstate the
requirements if the HST is later
reactivated.
Request for Analytical Justification of
the Compliance Time
Lufthansa German Airlines
(Lufthansa) asks that we provide
justification (including statistical and
probabilistic background) for the
compliance time in the NPRM.
Lufthansa reiterates the NPRM
requirements and notes that it assumes
that the failure probability is part of the
determination of the proposed
compliance time of 60 months for the
installations and wiring changes.
We acknowledge the commenter’s
request and provide the following
explanation. As stated in the preamble
of the NPRM, ‘‘The pump is normally
commanded off if the fuel level goes
below the pump inlet, but if a single
failure in the pump control circuitry
occurs, a pump can continue to run after
it is commanded off. Uncommanded
operation of certain override/jettison
pumps could cause overheat, electrical
arcs, or frictional sparks, and could lead
to an ignition source inside a fuel tank.’’
This ignition source can come from
several sources seen in service that were
not originally anticipated in the airplane
design. Examples of those are friction in
the pump which could lead to very high
internal surface temperatures caused by
mechanical failures or ingestion of
debris into the pump, and electrical
faults leading to internal arcs or pump
case burn-through. Since there are
several pumps in multiple fuel tanks,
depending on the configuration of the
airplane, there are several possible
single failures on a given airplane. This
is a single failure which cannot be
reliably predicted with statistical and
probabilistic methods.
Currently, we are reliant on crew
procedures to shut off the pumps early
to mitigate the single failure risk. We are
aware of accounts of pilots failing to
turn pumps off due to the relatively
short time between the points when the
tank reaches the desired shutoff level
and the pump runs dry. Given the
multiple sources of a single failure that
can cause ignition, and acknowledging
the limited effectiveness of the current
mitigating actions, we consider that this
is an issue that requires action to return
to the failsafe intent of the design.
When we determine that a safety issue
warrants AD action, we ascertain how
quickly that issue can be eliminated
based on the actions proposed by the
manufacturer and other related factors.
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This determination includes the safety
issue, the time necessary to perform the
work on an airplane, the number of
affected operators, and parts
availability. For major modification
involving large fleets, and requiring
specialized facilities, we consider the
overall industry ability to perform the
modification on all affected airplanes in
a timely manner. Based on these
considerations, we determine a
compliance time that minimizes risk, as
well as the impact on commercial
airlines. We try to align compliance
times with the majority of operators’
maintenance schedules, but that is
dependent on the severity of the unsafe
condition. In light of this analysis, we
have determined that a 60-month
compliance time is appropriate for this
AD. We have made no change to the AD
in this regard.
Requests To Extend Compliance Time
Lufthansa also states that the 60month compliance time is not in line
with its heavy maintenance overlay
schedule, which is based on the latest
approved maintenance review board
document, and asks for an extension to
72 months. Air Transport Association
(ATA), on behalf of its member United
Airlines (United), asks that the
compliance time be extended to 72
months in order to allow
accomplishment of the proposed
modifications during heavy
maintenance visits. KLM Royal Dutch
Airlines (KLM) asks that the compliance
time be extended to 8 years, which
enables KLM to schedule the
modification during a D-check without
additional downtime requirements. JAL
also asks that the compliance time be
extended to 8 years because
accomplishing the modification is
extensive work which can only be done
during an M check for heavy
maintenance. Cargolux also asks that the
compliance time be extended to 8 years
to coincide with its D-check heavy
maintenance interval.
We do not agree with the commenters’
requests. In developing an appropriate
compliance time for the modification,
we considered the safety implications
and the practical aspect of
accomplishing the modification within
a period of time that corresponds to the
normal scheduled maintenance for most
affected operators. In consideration of
these items, and as noted under the
Request for Analytical Justification of
the Compliance Time, we have
determined that a 60-month compliance
time will ensure an acceptable level of
safety and allow the modification to be
done during scheduled maintenance
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intervals for most affected operators.
However, under the provisions of
paragraph (p)(1) of the AD, we will
consider requests to adjust the
compliance time if sufficient data are
submitted to substantiate that the new
compliance time would provide an
acceptable level of safety. We have
made no change to the AD in this
regard.
Cargolux adds that if the compliance
time is extended to 8 years, in the
interim, it proposes to have the override
jettison pump push buttons replaced
with switches having a configuration
‘‘D’’ master module within 6 months
after the effective date of the
forthcoming AD. Cargolux states that
this will prevent the ‘‘cap pop-up’’ or
‘‘jamming’’ condition of the switch.
We disagree with the Cargolux
proposal to replace push buttons as
mitigating action to allow for extending
the compliance time to 8 years, because
its replacement is insufficient to
mitigate the unsafe condition caused by
possible single failures. We are aware of
the problems with the push buttons and
we are considering a separate
rulemaking action. The faulty pressure
switches are not related to this unsafe
condition because they are not part of
the pump power control circuit. We
have made no change to the AD in this
regard.
Request To Increase Work Hours and
Include Parts Cost in the Costs of
Compliance
ATA, on behalf of United, states that
the estimate for labor and parts in the
NPRM is understated. United notes that
Boeing Alert Service Bulletin 747–
28A2281, dated December 13, 2007,
estimates that it would take 101 to 107
work hours per product to install relays
and wiring for the HST. United adds
that this service bulletin also includes
the kits of parts necessary for the
modification, and indicates that the
pricing for the kits can be obtained from
Boeing spares. United also states that
the work hours are underestimated for
Boeing Alert Service Bulletin 747–
28A2280, dated August 7, 2008; and
Boeing Service Bulletin 747–28A2262,
Revision 1, dated May 8, 2008.
We infer that the commenter is asking
to increase the work hours and include
the cost of certain parts. We do not agree
that the work hours are underestimated.
The cost information in an AD describes
only the direct costs of the specific
actions required by this AD. Based on
the best data available, the manufacturer
provided the number of work hours
necessary to do the required actions.
This number represents the time
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38399
necessary to perform only the actions
actually required by this AD. We agree
that the parts cost, which was
inadvertently omitted from the Costs of
Compliance table in the service bulletin,
should be included because all three of
these service bulletins have been
revised. We have changed the Estimated
Costs table to reduce certain work hours
and increase the parts cost in the first
row of the table to match Boeing Service
Bulletins 747–28A2280 and 747–
28A2281, both Revision 1, both dated
November 25, 2009; and Boeing Service
Bulletin 747–28A2262, Revision 2,
dated August 13, 2009. We have also
included the parts cost in the third row
of the table, and changed the costs per
product and fleet costs in the table
accordingly.
Explanation of Change to Applicability
We have changed the applicability in
this AD to identify model designations
as published in the most recent type
certificate data sheet for the affected
models.
Explanation of Additional Change to
‘‘Certificate Limitations’’ Section
We have removed the fourth note
under ‘‘Certificate Limitations’’ in this
AD for consistency with prior FAA
approvals. The note specified the
following: ‘‘The CWT and the HST may
be emptied normally during an
emergency.’’
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.
Explanation of Additional Change to
Costs of Compliance
Since issuance of the NPRM, we have
increased the labor rate used in the
Costs of Compliance from $80 per work
hour to $85 per work hour. The Costs
of Compliance information, below,
reflects this increase in the specified
hourly labor rate.
Costs of Compliance
We estimate that this AD would affect
102 airplanes of U.S. registry. The
following table provides the estimated
costs for U.S. operators to comply with
this AD. The average labor rate is $85
per work hour.
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ESTIMATED COSTS
Number of
U.S.-registered
airplanes
Action
Work
hours
Parts
Cost per
product
Installing relays/changing wiring for center and main fuel tanks ......
369 to 389
2 to 3 .......
$106,372 to
$108,959.
Up to $255 ..
102 ...........
Installing new IDS software and revising the AFM when done
(prior/concurrent action).
Installing relays and wiring for horizontal stabilizer tank (HST) ........
$75,007 to
$75,894.
$0 ................
44 ............
1 ...............
$11,983 to
$13,201.
$7,852 .........
$85 ..............
74 ............
Installing a new automatic shutoff for the HST .................................
Revising the maintenance program ...................................................
$5,778 to
$6,486.
$4,112 .........
$0 ................
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.
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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.
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73 to 79 ...
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:
■
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
■
2010–14–08 The Boeing Company:
Amendment 39–16353. Docket No.
FAA–2009–0454; Directorate Identifier
2008–NM–156–AD.
Effective Date
(a) This airworthiness directive (AD) is
effective August 6, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to The Boeing
Company Model 747–400, 747–400D, and
747–400F series airplanes, certificated in any
category; as identified in Boeing Service
Bulletins 747–28A2280, Revision 1, dated
November 25, 2009, and 747–28A2281,
Revision 1, dated November 25, 2009.
Note 1: This AD requires revisions to
certain operator maintenance documents to
include a new inspection. Compliance with
this inspection is required by 14 CFR
91.403(c). For airplanes that have been
previously modified, altered, or repaired in
the areas addressed by this inspection, 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 (AMOC)
according to paragraph (p)(1) of this AD. The
request should include a description of
changes to the required inspection that will
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Up to 102
74 ............
102 ..........
Fleet cost
$10,849,944 to
$11,113,818.
Up to $26,010.
$886,742 to
$976,874.
$581,048.
$8,670.
ensure the continued operational safety of
the airplane.
Subject
(d) Air Transport Association (ATA) of
America Code 28: Fuel.
Unsafe Condition
(e) This AD results from fuel system
reviews conducted by the manufacturer. We
are issuing this AD to prevent uncommanded
operation of certain override/jettison pumps
which could cause overheat, electrical arcs,
or frictional sparks, and could lead to an
ignition source inside a fuel tank. This
condition, in combination with flammable
fuel vapors, could result in a fuel tank
explosion and consequent loss of the
airplane.
Compliance
(f) Comply with this AD within the
compliance times specified, unless already
done.
Installations and Wiring Changes
(g) Within 60 months after the effective
date of this AD, do the actions in paragraphs
(g)(1) and (g)(2) of this AD, as applicable.
(1) For Model 747–400, 747–400D, and
747–400F series airplanes: Install new pump
control and time delay relays and do related
investigative and all applicable corrective
actions, and change the wiring for the center
and main fuel tanks override/jettison fuel
pumps, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 747–28A2280, Revision 1,
dated November 25, 2009. Do all related
investigative and applicable corrective
actions before further flight.
(2) For Model 747–400 series airplanes:
Install new relays and wiring for the
horizontal stabilizer override/jettison fuel
pumps in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 747–28A2281, Revision 1,
dated November 25, 2009.
Prior/Concurrent Requirements
(h) Prior to or concurrently with the
actions required by paragraph (g) of this AD,
do the applicable actions in paragraphs (h)(1)
and (h)(2) of this AD.
(1) For Model 747–400, 747–400D, and
747–400F series airplanes identified in
paragraphs (h)(1)(i), (h)(1)(ii), and (h)(1)(iii)
of this AD: Install new integrated display
system (IDS) software in accordance with the
E:\FR\FM\02JYR1.SGM
02JYR1
38401
Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations
Accomplishment Instructions of the
applicable service bulletin listed in
paragraph (h)(1)(i), (h)(1)(ii), or (h)(1)(iii) of
this AD.
(i) For Model 747–400, 747–400D, and
747–400F series airplanes that have General
Electric engines, except airplanes having
variable numbers (V/Ns) RL429, RL430,
RL473, RL511, and RL521: Boeing Service
Bulletin 747–31–2376, dated September 5,
2006.
(ii) For Model 747–400 and 747–400F
series airplanes that have Pratt & Whitney
engines except airplanes having V/Ns RL456,
RL492, and RL502: Boeing Service Bulletin
747–31–2377, dated September 5, 2006.
(iii) For Model 747–400 and 747–400F
series airplanes that have Rolls Royce
engines: Boeing Service Bulletin 747–31–
2378, dated September 5, 2006.
(2) For Model 747–400 series airplanes
except V/Ns RM403, RM441 through RM443
inclusive, and RM445: Install a new
automatic shutoff system for the horizontal
stabilizer tank (HST) fuel pumps in
accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747–
28A2262, Revision 2, dated August 13, 2009.
Credit for Actions Done According to
Previous Issues of Service Bulletins
(i) Actions done before the effective date of
this AD in accordance with the applicable
service information contained in Table 1 of
this AD are acceptable for compliance with
the corresponding actions required by
paragraphs (g) and (h) of this AD.
TABLE 1—CREDIT SERVICE INFORMATION
Document
Boeing
Boeing
Boeing
Boeing
Revision
Alert Service Bulletin 747-28A2280 ................................................................................
Alert Service Bulletin 747-28A2281 ................................................................................
Service Bulletin 747–28A2262 ........................................................................................
Service Bulletin 747–28A2262 ........................................................................................
Maintenance Program Revision
(j) Concurrently with accomplishing the
actions required by paragraph (g) of this AD,
revise the maintenance program by
incorporating Airworthiness Limitation
(AWL) No. 28–AWL–24 and No. 28–AWL–26
of Section 9, ‘‘Airworthiness Limitations
(AWLs) and Certification Maintenance
Requirements (CMRs),’’ of the Boeing 747–
400 Maintenance Planning Data (MPD)
Original ..........................
Original ..........................
Original ..........................
1 ....................................
Document D621U400–9, Revision April 2008.
The inspection interval for AWL No. 28–
AWL–24 and AWL No. 28–AWL–26 starts on
the date the modification is incorporated.
No Alternative Inspections or Inspection
Intervals
(k) After accomplishing the action
specified in paragraph (j) of this AD, no
alternative actions or intervals may be used
unless the inspections or inspection intervals
Date
August 7, 2008.
December 13, 2007.
March 15, 2007.
May 8, 2008.
are approved as an AMOC in accordance
with the procedures specified in paragraph
(p)(1) of this AD.
Acceptable Action for Certain ADs
(l) For Model 747–400, –400D, and –400F
series airplanes: Installing new IDS software
in accordance with paragraph (h)(1) of this
AD is an acceptable method of compliance
for the action in the applicable AD paragraph
listed in Table 2 of this AD.
TABLE 2—ACTIONS FOR WHICH PARAGRAPH (H)(1) OF THIS AD IS AN ACCEPTABLE METHOD OF COMPLIANCE (NO
CERTIFICATE LIMITATIONS)
The action in—
Of—
(1) Paragraph E ............................................................................................................................................
(2) Paragraph (b) ..........................................................................................................................................
AD 90–09–06, amendment 39–6581.
AD 91–13–10 R1, amendment 39–
8158.
AD 96–07–09, amendment 39–9558.
AD 2000–02–22, amendment 39–
11540.
AD 2000–12–21, amendment 39–
11799.
AD 2003–16–16, amendment 39–
13269.
AD 2004–10–05, amendment 39–
13635.
(3) Paragraph (d)(1) ......................................................................................................................................
(4) Paragraph (a)(3)(iii) .................................................................................................................................
(5) Paragraph (a)(2)(ii) ..................................................................................................................................
(6) Paragraph (d)(2)(iv) .................................................................................................................................
erowe on DSK5CLS3C1PROD with RULES
(7) Paragraph (d)(1) ......................................................................................................................................
(m) For Model 747–400 series airplanes
with a horizontal stabilizer fuel tank and
with horizontal stabilizer tank fuel pump
auto-shutoff installed: Installing new IDS
software in accordance with paragraph (h)(1)
of this AD is an acceptable method of
compliance for the action in the applicable
AD paragraph listed in Table 3 of this AD,
provided the certificate limitations included
in the following statement are incorporated
into the Limitations Section of the applicable
airplane flight manual (AFM) in place of the
certificate limitation required by the AFM
revision specified in the applicable AD listed
in Table 3 of this AD. This may be done by
inserting a copy of this AD in the AFM.
CERTIFICATE LIMITATIONS
Center Wing Tank:
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15:09 Jul 01, 2010
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The center wing tank (CWT) fuel quantity
indication system must be operative to
dispatch with CWT mission fuel.
If the FUEL LOW CTR L or R message is
displayed, both CWT override/jettison
pump(s) must be selected OFF.
If the FUEL PRESS CTR L or R message is
displayed, the corresponding CWT override/
jettison pump must be selected OFF.
Horizontal Stabilizer Tank:
The following additional limitations must
be followed if the horizontal stabilizer tank
(HST) is fueled and used:
The HST fuel quantity indication system
must be operative to dispatch with HST
mission fuel.
If either the FUEL PMP STB L or R message
is displayed while on the ground, both HST
pumps must be selected OFF.
PO 00000
Frm 00011
Fmt 4700
Sfmt 4700
If either the FUEL PRES STB L or R
message is displayed, both HST pumps must
be selected OFF.
Defueling:
Prior to defueling any fuel tanks, perform
a lamp test of the respective Fuel Pump Low
Pressure indication lights. When defueling,
the Fuel Pump Low Pressure indication
lights must be monitored and the fuel pumps
positioned to OFF at the first indication of
fuel pump low pressure. When defueling
with passengers on board, fuel pump
switches must be selected OFF at or above
approximately 7,000 pounds (3,200
kilograms) for the CWT, 3,000 pounds (1,400
kilograms) for main tanks, and 2,100 pounds
(1,000 kilograms) for the HST. (These
requirements apply for defueling or
transferring between tanks.)
E:\FR\FM\02JYR1.SGM
02JYR1
38402
Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations
Warnings and Notes Applicable to All Fuel
Operations
Warning
Do not reset a tripped fuel pump circuit
breaker.
Warning
Do not cycle CWT and HST pump switches
from ON to OFF to ON with any continuous
low pressure indication present.
Note
In a low fuel situation, both CWT override/
jettison pumps may be selected ON and all
CWT fuel may be used.
Note
In a low fuel situation, both HST transfer
pumps may be selected ON and all HST fuel
may be used.
Note
The limitations contained in these
certificate limitations supersede any
conflicting basic airplane flight manual
limitations.’’
Note 2: When a statement identical to that
in paragraph (m) 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.
Note 3: The certificate limitations in
paragraph (m) of this AD are also included
as an enclosure to FAA Letter 140S–09–191,
dated June 23, 2009.
TABLE 3—ACTIONS FOR WHICH PARAGRAPH (H)(1) OF THIS AD IS AN ACCEPTABLE METHOD OF COMPLIANCE (WITH
CERTIFICATE LIMITATIONS)
The action in—
Of—
(1) Paragraph (a) ..........................................................................................................................................
AD 2001–12–21,
12277.
AD 2001–21–07,
12478.
AD 2002–19–52,
12900.
AD 2002–24–52,
12993.
(2) Paragraph (a) ..........................................................................................................................................
(3) Paragraph (c)(2) ......................................................................................................................................
(4) Paragraph (a) ..........................................................................................................................................
Optional Terminating Action for Paragraphs
(g)(2), (h)(2), and (m) of this AD: Deactivation
of the HST
(n) Deactivation of the HST, in accordance
with the applicable Boeing service
information in Table 4 of this AD, terminates
the requirements of paragraphs (g)(2), (h)(2),
and (m) of this AD, except as provided by
paragraph (o) of this AD. Deactivation of the
HST before the effective date of this AD in
amendment
39–
amendment
39–
amendment
39–
amendment
39–
accordance with the applicable service
information in Table 5 of this AD also
terminates the requirements of paragraphs
(g)(2), (h)(2), and (m) of this AD, except as
provided by paragraph (o) of this AD.
TABLE 4—DEACTIVATION SERVICE INFORMATION
Boeing Service Information
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
747–28–2247
747–28–2265
747–28–2272
747–28–2274
747–28–2275
747–28–2279
747–28–2285
747–28–2293
747–28–2295
747–28–2296
747–28–2300
747–28–2310
747–28–2314
Revision
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
Original ....
Original ....
Original ....
1 ...............
4 ...............
2 ...............
3 ...............
2 ...............
2 ...............
Original ....
1 ...............
Original ....
Original ....
Date
November 26, 2002.
February 22, 2006.
February 21, 2006.
May 21, 2008.
February 2, 2009.
October 16, 2007.
August 30, 2007.
March 4, 2008.
January 19, 2009.
July 13, 2007.
June 2, 2008.
December 18, 2008.
December 9, 2008.
TABLE 5—DEACTIVATION CREDIT SERVICE INFORMATION
erowe on DSK5CLS3C1PROD with RULES
Boeing Service Information
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
VerDate Mar<15>2010
747–28–2274
747–28–2275
747–28–2275
747–28–2275
747–28–2275
747–28–2279
747–28–2279
747–28–2285
747–28–2285
747–28–2285
747–28–2293
747–28–2293
747–28–2295
747–28–2295
747–28–2300
15:09 Jul 01, 2010
Revision
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
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Original ....
Original ....
1 ...............
2 ...............
3 ...............
Original ....
1 ...............
Original ....
1 ...............
2 ...............
Original ....
1 ...............
Original ....
1 ...............
Original ....
02JYR1
Date
March 13, 2006.
June 12, 2006.
March 16, 2007.
July 2, 2007.
March 11, 2008.
June 12, 2006.
May 25, 2007.
January 23, 2007.
May 9, 2007.
August 3, 2007.
May 9, 2007.
August 29, 2007.
November 17, 2006.
March 20, 2008.
January 16, 2008.
38403
Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations
Reactivation of the HST
(o) For any airplane on which the HST is
reactivated, the HST must be reactivated in
accordance with a method approved by the
Manager, Seattle Aircraft Certification Office
(ACO), FAA. For any airplane on which the
HST is reactivated, the requirements of
paragraphs (g)(2), (h)(2), and (m) of this AD
must be done before further flight following
the reactivation, or within 60 months after
the effective date of this AD, whichever
occurs later. For a reactivation method to be
approved, the reactivation method must meet
the certification basis of the airplane, and the
approval must specifically reference this AD.
Alternative Methods of Compliance
(AMOCs)
(p)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. Send information to Attn:
Douglas Bryant, Aerospace Engineer,
Propulsion Branch, ANM–140S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 98057–
3356; telephone (425) 917–6505; fax (425)
917–6590. Or, e-mail information to 9-ANMSeattle-ACO-AMOC-Requests@faa.gov.
(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 principal maintenance inspector
(PMI) or principal avionics inspector (PAI),
as appropriate, or lacking a principal
inspector, your local Flight Standards District
Office. The AMOC approval letter must
specifically reference this AD.
Material Incorporated by Reference
(q) You must use the service information
contained in Table 6 of this AD, as
applicable, to do the actions required by this
AD, unless the AD specifies otherwise.
TABLE 6—REQUIRED MATERIAL INCORPORATED BY REFERENCE
Boeing Service Information
Revision
Service Bulletin 747–28A2280 ..........................................................................................................................
Service Bulletin 747–28A2281 ..........................................................................................................................
Section 9, ‘‘Airworthiness Limitations (AWLs) and Certification Maintenance Requirements (CMRs),’’ of the
747–400 Maintenance Planning Data (MPD) Document D621U400–9.
Service Bulletin 747–28A2262 ..........................................................................................................................
Service Bulletin 747–31–2376 ...........................................................................................................................
Service Bulletin 747–31–2377 ...........................................................................................................................
Service Bulletin 747–31–2378 ...........................................................................................................................
1 ...............
1 ...............
April 2008
November 25, 2009.
November 25, 2009.
April 2008.
2 ...............
Original ....
Original ....
Original ....
August 13, 2009.
September 5, 2006.
September 5, 2006.
September 5, 2006.
If you accomplish the optional actions
specified in this AD, you must use the
service information specified in Table 7 of
Date
this AD, as applicable, to perform those
actions unless the AD specifies otherwise.
TABLE 7—OPTIONAL MATERIAL INCORPORATED BY REFERENCE
Boeing Service Information
erowe on DSK5CLS3C1PROD with RULES
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Service
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
Bulletin
VerDate Mar<15>2010
747–28–2247
747–28–2265
747–28–2272
747–28–2274
747–28–2275
747–28–2279
747–28–2285
747–28–2293
747–28–2295
747–28–2296
747–28–2300
747–28–2310
747–28–2314
15:09 Jul 01, 2010
Revision
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
...........................................................................................................................
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E:\FR\FM\02JYR1.SGM
Original ....
Original ....
Original ....
1 ...............
4 ...............
2 ...............
3 ...............
2 ...............
2 ...............
Original ....
1 ...............
Original ....
Original ....
02JYR1
Date
November 26, 2002.
February 22, 2006.
February 21, 2006.
May 21, 2008.
February 2, 2009.
October 16, 2007.
August 30, 2007.
March 4, 2008.
January 19, 2009.
July 13, 2007.
June 2, 2008.
December 18, 2008.
December 9, 2008.
38404
Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations
(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, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, Washington 98124–2207; telephone
206–544–5000, extension 1, fax 206–766–
5680; e-mail me.boecom@boeing.com;
Internet https://www.myboeingfleet.com.
(3) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221.
(4) You may also review copies of the
service information that is incorporated by
reference 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 June 17,
2010.
Robert D. Breneman,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2010–15935 Filed 7–1–10; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–0641; Directorate
Identifier 2010–NM–130–AD; Amendment
39–16354; AD 2010–14–09]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Model 747–100B, 747–200B,
747–200F, 747–300, 747–400, 747–
400F, and 747SP Series Airplanes
Equipped with Rolls-Royce RB211–524
Series Engines
erowe on DSK5CLS3C1PROD with RULES
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
SUMMARY: We are adopting a new
airworthiness directive (AD) for certain
Model 747–100B, 747–200B, 747–200F,
747–300, 747–400, 747–400F, and
747SP series airplanes. This AD requires
repetitive detailed and high frequency
eddy current inspections of the forward
and aft sides of the strut front spar
chord for cracks and fractures at each
strut location, and corrective actions if
necessary. This AD results from reports
of cracks and fractures in the nacelle
strut front spar chord assembly. We are
VerDate Mar<15>2010
15:09 Jul 01, 2010
Jkt 220001
issuing this AD to detect and correct
cracks and fractures of the nacelle strut
front spar chord assembly. Fracture of
the front spar chord assembly could
lead to loss of the strut upper link load
path and consequent fracture of the
diagonal brace, which could result in inflight separation of the strut and engine
from the airplane.
DATES: This AD is effective July 19,
2010.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of July 19, 2010.
We must receive comments on this
AD by August 16, 2010.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue, SE., Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue, SE., Washington, DC 20590,
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P. O. Box 3707, MC 2H–
65, Seattle, Washington 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; e-mail
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com.
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 street address for
the Docket Office (telephone 800–647–
5527) is in the ADDRESSES section.
Comments will be available in the AD
docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Ken
Paoletti, Aerospace Engineer, Airframe
Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 917–6434;
fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
PO 00000
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Fmt 4700
Sfmt 4700
Discussion
We have received a report that an
operator found a cracked strut number
2 upper chord on a Rolls-Roycepowered airplane while accomplishing
the actions specified in Boeing Service
Bulletin 747–54–2213. The upper chord
was 50 percent cracked and had to be
replaced. The airplane had accumulated
approximately 10,500 total flight cycles
and 83,700 total flight hours.
In addition, two other operators
reported finding two cracks on two
Rolls-Royce RB211-powered airplanes
on the strut number 1 upper chord. Both
cracks were repaired and neither upper
chord had to be replaced. The upper
chords on these two airplanes had
accumulated approximately 9,300 and
16,100 total flight cycles and 78,100 and
56,700 total flight hours respectively.
This condition, if not corrected, could
result in the loss of the strut upper link
load path. Continued operation without
the strut upper link load path could
result in the fracture of the diagonal
brace, and subsequent separation of the
strut and engine from the airplane
during flight.
Relevant Service Information
We reviewed Boeing Alert Service
Bulletin 747–54A2224, Revision 3,
dated May 20, 2010. Revision 3 of this
service bulletin was issued, among other
reasons, to add Model 747–100B, 747–
200B, 747–200F, 747–300, 747–400,
747–400F, and 747SP equipped with
Rolls-Royce RB211–524 series engines.
This service bulletin describes
procedures for repetitive detailed
inspections and high frequency eddy
current (HFEC) inspections of the
forward and aft sides of the strut front
spar chord assemblies for cracks and
fractures at each strut location, and
corrective actions if necessary.
Corrective actions include contacting
Boeing for additional instructions if any
crack or fracture is found, and repairing
any cracks and fractures.
Other Related Rulemaking
On December 30, 2009, we issued AD
2010–01–10, Amendment 39–16168 (75
FR 3150, January 20, 2010), applicable
to certain Model 747–100, 747–100B,
747–100B SUD, 747–200B, 747–200C,
747–200F, 747–300, 747SR, and 747SP
series airplanes equipped with General
Electric (GE) CF6–45 or –50 series
engines, or equipped with Pratt &
Whitney JT9D–3 or –7 (excluding –70)
series engines. That AD currently
requires repetitive inspections to detect
cracks and fractures of the strut front
spar chord assembly (including the
forward side) at each strut location, and
E:\FR\FM\02JYR1.SGM
02JYR1
]]>Agencies
[Federal Register Volume 75, Number 127 (Friday, July 2, 2010)]
[Rules and Regulations]
[Pages 38397-38404]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-15935]
[[Page 38397]]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0454; Directorate Identifier 2008-NM-156-AD;
Amendment 39-16353; AD 2010-14-08]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 747-400, 747-
400D, and 747-400F Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
Model 747-400, 747-400D, and 747-400F series airplanes. For all
airplanes, this AD requires installing new pump control and time delay
relays, doing related investigative and corrective actions if
necessary, and changing the wiring for the center and main fuel tank
override/jettison fuel pumps; and, for certain airplanes, installing
new relays and wiring for the horizontal stabilizer override/jettison
fuel pumps. This AD also requires a revision to the maintenance program
to incorporate Airworthiness Limitation No. 28-AWL-24 and No. 28-AWL-
26. For certain airplanes, this AD also requires installing an
automatic shutoff system for the horizontal stabilizer tank fuel pumps
and installing new integrated display system software. This AD results
from fuel system reviews conducted by the manufacturer. We are issuing
this AD to prevent uncommanded operation of certain override/jettison
pumps which could cause overheat, electrical arcs, or frictional
sparks, and could lead to an ignition source inside a fuel tank. This
condition, in combination with flammable fuel vapors, could result in a
fuel tank explosion and consequent loss of the airplane.
DATES: This AD is effective August 6, 2010.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of August 6,
2010.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1, fax 206-766-5680; e-mail me.boecom@boeing.com;
Internet https://www.myboeingfleet.com.
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: Douglas Bryant, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6505; 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
certain Model 747-400, 747-400D, and 747-400F series airplanes. That
NPRM was published in the Federal Register on June 2, 2009 (74 FR
26317). That NPRM proposed to require installing new pump control and
time delay relays, doing related investigative and corrective actions
if necessary, and changing the wiring for the center and main fuel tank
override/jettison fuel pumps; and, for certain airplanes, installing
new relays and wiring for the horizontal stabilizer override/jettison
fuel pumps. That NPRM also proposed to require a revision to the
maintenance program to incorporate Airworthiness Limitation No. 28-AWL-
24 and No. 28-AWL-26. For certain airplanes that NPRM proposed to
require installing an automatic shutoff system for the horizontal
stabilizer tank fuel pumps and installing new integrated display system
software.
Explanation of Revised Service Information
Boeing has published Boeing Service Bulletins 747-28A2280 and 747-
28A2281, both Revision 1, both dated November 25, 2009. In the NPRM, we
referred to the original issues of Boeing Alert Service Bulletin 747-
28A2280, dated August 7, 2008; and Boeing Alert Service Bulletin 747-
28A2281, dated December 13, 2007. We referred to the original versions
of these service bulletins as the appropriate sources of service
information for accomplishing certain proposed actions. The procedures
in Revision 1 of these service bulletins are essentially the same as
those in the original issue of these service bulletins. Revision 1
clarifies certain work instructions and specifies that no further work
is necessary for airplanes on which the actions in the original issue
were performed. Boeing Service Bulletin 747-28A2281, Revision 1, dated
November 25, 2009, also removes airplanes having variable numbers RT966
and RT967 from the effectivity. These airplanes are not equipped with
horizontal stabilizer tanks and therefore are not affected by the
identified unsafe condition.
Boeing has also published Boeing Service Bulletin 747-28A2262,
Revision 2, dated August 13, 2009. In the NPRM, we referred to Boeing
Service Bulletin 747-28A2262, Revision 1, dated May 8, 2008, for
accomplishing the installation of a new automatic shutoff system for
the horizontal stabilizer tank (HST) fuel pumps, before or at the same
time as the actions in Boeing Service Bulletin 747-28A2281. The
procedures in Boeing Service Bulletin 747-28A2262, Revision 2, dated
August 13, 2009, are essentially the same as those in Boeing Service
Bulletin 747-28A2262, Revision 1, dated May 8, 2008. Revision 2
clarifies certain work instructions and specifies that no further work
is necessary for airplanes on which the actions in Revision 1 were
performed.
Therefore, we have changed this AD to refer to these revised
service bulletins as the appropriate sources of service information for
the applicable actions. We have also added a new paragraph (i) to this
AD that specifies that actions done before the effective date of this
AD in accordance with the previous issues of these service bulletins
are acceptable for compliance with the corresponding requirements of
this AD.
Comments
We gave the public the opportunity to participate in developing
this AD. We considered the comments received.
Request to Clarify Certain Language
Boeing asks that the term ``Integrated Display System (IDS)'' be
changed to ``IDS software'' in all applicable sections of the NPRM.
Boeing states that this change clarifies that the actions in the NPRM
are for a software change to the IDS and not a change to the IDS
hardware.
We agree with the Boeing comment for the reason given. We have
added the word ``software'' after all references to the IDS in this AD.
[[Page 38398]]
Request To Remove Certain Airplanes
Boeing asks that Model 747-400D and -400F airplanes be removed from
paragraph (l) of the NPRM. Boeing states that Model 747-400D and -400F
airplanes are not affected by the horizontal stabilizer tank (HST)
changes because those airplanes do not have a HST.
We agree with the Boeing comment for the reason provided. We have
removed Model 747-400D and -400F airplanes from paragraph (m) of this
AD (paragraph (m) was referred to as paragraph (l) in the NPRM).
Request To Remove Airplane Flight Manual (AFM) Limitation
Boeing asks that we remove the reference to the following AFM
limitations: ``The 17,000-lb center wing tank (CWT) minimum fuel amount
to select the CWT override/jettison pumps ON during takeoff'' and
``There is no change to the maximum zero fuel gross weight found in the
airplane flight manual.'' Boeing states that the NPRM should be
consistent with the AFM certificate limitations contained in AD 2007-
13-04, Amendment 39-15108 (72 FR 33859, June 20, 2007). Boeing adds
that in discussions regarding AFM limitations in this AD it was agreed
that AFM limitations were not required for an obvious pilot action
driven by engine indicating and crew alerting system (EICAS) messages.
We agree with the Boeing comment for the reasons provided and
because the certification limitation for CWT minimum fuel is covered by
EICAS messages, which makes it redundant. We have removed the subject
limitations and changed the FAA letter concerning these limitations
referred to in Note 3 of this AD.
Request To Remove Airworthiness Limitation (AWL) 28-AWL-26
Boeing asks that we remove the requirement to revise the
maintenance program by incorporating AWL No. 28-AWL-26 of Section 9,
``Airworthiness Limitations (AWLs) and Certification Maintenance
Requirements (CMRs)'' of the Boeing 747-400 Maintenance Planning Data
Document D621U400-9. Boeing states that, with the introduction of IDS-
506 software, it has implemented a status level EICAS message for the
relays that control the Uncommanded-ON state of the main 2 and main 3
tank fuel override/jettison pumps. Boeing adds that these messages are
now consistent with the center tank Uncommanded-ON messages. Boeing
notes that the EICAS message will detect a relay that remains latched
when in the un-powered condition. Boeing concludes that for this
reason, the need to perform the operational test found in Section 28-
31-00 of the Boeing 747-400 airplane maintenance manual (AMM), and
called out in AWL No. 28-AWL-26, is not necessary.
We disagree with the Boeing comment. The AWL is part of the
airplane type design, and a design change has not been proposed to
change the AWL. However, under the provisions of paragraph (p)(1) of
the AD, we will consider removing the requirement if sufficient data
are submitted to substantiate that a project has been completed showing
that removing the requirement would provide an acceptable level of
safety. We have made no change to the AD in this regard.
Request To Clarify the Requirements for Airplanes With a Deactivated
HST
Japan Airlines (JAL) asks that we clarify the NPRM requirements for
airplanes with a deactivated HST. JAL states that it decided to
deactivate the HST system in accordance with Boeing Service Bulletins
747-28-2310, dated December 18, 2008; and 747-28-2314, dated December
9, 2008. JAL adds that the service bulletins specify removing
components, including the pumps on horizontal stabilizer fuel tank
(HSFT), and reworking the system wiring. JAL notes that after the
service bulletins have been incorporated, paragraphs (g)(2), (h)(2),
and (l) of the NPRM will not apply. JAL asks that an additional
description be included in the AD which clarifies that the requirements
in those paragraphs are only for airplanes with an active HSFT. JAL
suggests clarifying the applicability as follows: ``For Model 747-400
series airplanes with the active horizontal stabilizer tank.'' In lieu
of that sentence, JAL suggests a note that specifies the following:
``The airplanes with the horizontal stabilizer tank deactivated in
accordance with Boeing Service Bulletin are not applicable.'' JAL
concludes that this additional description will save on superfluous
paperwork.
We partially agree with the JAL comments. We agree that the
applicability should be clarified for airplanes with a deactivated HST
because those airplanes have adequately addressed the unsafe condition.
However, we do not agree with using the language JAL provided because
it leaves ``active'' open to interpretation. Deactivation of a HST
according to the applicable Boeing service bulletin referred to in
Table 3 of this AD is the only acceptable method of compliance. We have
added new paragraphs (n) and (o) to this AD (and reidentified
subsequent paragraphs) to provide optional terminating action if the
HST is deactivated and to reinstate the requirements if the HST is
later reactivated.
Request for Analytical Justification of the Compliance Time
Lufthansa German Airlines (Lufthansa) asks that we provide
justification (including statistical and probabilistic background) for
the compliance time in the NPRM. Lufthansa reiterates the NPRM
requirements and notes that it assumes that the failure probability is
part of the determination of the proposed compliance time of 60 months
for the installations and wiring changes.
We acknowledge the commenter's request and provide the following
explanation. As stated in the preamble of the NPRM, ``The pump is
normally commanded off if the fuel level goes below the pump inlet, but
if a single failure in the pump control circuitry occurs, a pump can
continue to run after it is commanded off. Uncommanded operation of
certain override/jettison pumps could cause overheat, electrical arcs,
or frictional sparks, and could lead to an ignition source inside a
fuel tank.'' This ignition source can come from several sources seen in
service that were not originally anticipated in the airplane design.
Examples of those are friction in the pump which could lead to very
high internal surface temperatures caused by mechanical failures or
ingestion of debris into the pump, and electrical faults leading to
internal arcs or pump case burn-through. Since there are several pumps
in multiple fuel tanks, depending on the configuration of the airplane,
there are several possible single failures on a given airplane. This is
a single failure which cannot be reliably predicted with statistical
and probabilistic methods.
Currently, we are reliant on crew procedures to shut off the pumps
early to mitigate the single failure risk. We are aware of accounts of
pilots failing to turn pumps off due to the relatively short time
between the points when the tank reaches the desired shutoff level and
the pump runs dry. Given the multiple sources of a single failure that
can cause ignition, and acknowledging the limited effectiveness of the
current mitigating actions, we consider that this is an issue that
requires action to return to the failsafe intent of the design.
When we determine that a safety issue warrants AD action, we
ascertain how quickly that issue can be eliminated based on the actions
proposed by the manufacturer and other related factors.
[[Page 38399]]
This determination includes the safety issue, the time necessary to
perform the work on an airplane, the number of affected operators, and
parts availability. For major modification involving large fleets, and
requiring specialized facilities, we consider the overall industry
ability to perform the modification on all affected airplanes in a
timely manner. Based on these considerations, we determine a compliance
time that minimizes risk, as well as the impact on commercial airlines.
We try to align compliance times with the majority of operators'
maintenance schedules, but that is dependent on the severity of the
unsafe condition. In light of this analysis, we have determined that a
60-month compliance time is appropriate for this AD. We have made no
change to the AD in this regard.
Requests To Extend Compliance Time
Lufthansa also states that the 60-month compliance time is not in
line with its heavy maintenance overlay schedule, which is based on the
latest approved maintenance review board document, and asks for an
extension to 72 months. Air Transport Association (ATA), on behalf of
its member United Airlines (United), asks that the compliance time be
extended to 72 months in order to allow accomplishment of the proposed
modifications during heavy maintenance visits. KLM Royal Dutch Airlines
(KLM) asks that the compliance time be extended to 8 years, which
enables KLM to schedule the modification during a D-check without
additional downtime requirements. JAL also asks that the compliance
time be extended to 8 years because accomplishing the modification is
extensive work which can only be done during an M check for heavy
maintenance. Cargolux also asks that the compliance time be extended to
8 years to coincide with its D-check heavy maintenance interval.
We do not agree with the commenters' requests. In developing an
appropriate compliance time for the modification, we considered the
safety implications and the practical aspect of accomplishing the
modification within a period of time that corresponds to the normal
scheduled maintenance for most affected operators. In consideration of
these items, and as noted under the Request for Analytical
Justification of the Compliance Time, we have determined that a 60-
month compliance time will ensure an acceptable level of safety and
allow the modification to be done during scheduled maintenance
intervals for most affected operators. However, under the provisions of
paragraph (p)(1) of the AD, we will consider requests to adjust the
compliance time if sufficient data are submitted to substantiate that
the new compliance time would provide an acceptable level of safety. We
have made no change to the AD in this regard.
Cargolux adds that if the compliance time is extended to 8 years,
in the interim, it proposes to have the override jettison pump push
buttons replaced with switches having a configuration ``D'' master
module within 6 months after the effective date of the forthcoming AD.
Cargolux states that this will prevent the ``cap pop-up'' or
``jamming'' condition of the switch.
We disagree with the Cargolux proposal to replace push buttons as
mitigating action to allow for extending the compliance time to 8
years, because its replacement is insufficient to mitigate the unsafe
condition caused by possible single failures. We are aware of the
problems with the push buttons and we are considering a separate
rulemaking action. The faulty pressure switches are not related to this
unsafe condition because they are not part of the pump power control
circuit. We have made no change to the AD in this regard.
Request To Increase Work Hours and Include Parts Cost in the Costs of
Compliance
ATA, on behalf of United, states that the estimate for labor and
parts in the NPRM is understated. United notes that Boeing Alert
Service Bulletin 747-28A2281, dated December 13, 2007, estimates that
it would take 101 to 107 work hours per product to install relays and
wiring for the HST. United adds that this service bulletin also
includes the kits of parts necessary for the modification, and
indicates that the pricing for the kits can be obtained from Boeing
spares. United also states that the work hours are underestimated for
Boeing Alert Service Bulletin 747-28A2280, dated August 7, 2008; and
Boeing Service Bulletin 747-28A2262, Revision 1, dated May 8, 2008.
We infer that the commenter is asking to increase the work hours
and include the cost of certain parts. We do not agree that the work
hours are underestimated. The cost information in an AD describes only
the direct costs of the specific actions required by this AD. Based on
the best data available, the manufacturer provided the number of work
hours necessary to do the required actions. This number represents the
time necessary to perform only the actions actually required by this
AD. We agree that the parts cost, which was inadvertently omitted from
the Costs of Compliance table in the service bulletin, should be
included because all three of these service bulletins have been
revised. We have changed the Estimated Costs table to reduce certain
work hours and increase the parts cost in the first row of the table to
match Boeing Service Bulletins 747-28A2280 and 747-28A2281, both
Revision 1, both dated November 25, 2009; and Boeing Service Bulletin
747-28A2262, Revision 2, dated August 13, 2009. We have also included
the parts cost in the third row of the table, and changed the costs per
product and fleet costs in the table accordingly.
Explanation of Change to Applicability
We have changed the applicability in this AD to identify model
designations as published in the most recent type certificate data
sheet for the affected models.
Explanation of Additional Change to ``Certificate Limitations'' Section
We have removed the fourth note under ``Certificate Limitations''
in this AD for consistency with prior FAA approvals. The note specified
the following: ``The CWT and the HST may be emptied normally during an
emergency.''
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.
Explanation of Additional Change to Costs of Compliance
Since issuance of the NPRM, we have increased the labor rate used
in the Costs of Compliance from $80 per work hour to $85 per work hour.
The Costs of Compliance information, below, reflects this increase in
the specified hourly labor rate.
Costs of Compliance
We estimate that this AD would affect 102 airplanes of U.S.
registry. The following table provides the estimated costs for U.S.
operators to comply with this AD. The average labor rate is $85 per
work hour.
[[Page 38400]]
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Action Work hours Parts Cost per product registered Fleet cost
airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Installing relays/changing wiring 369 to 389......... $75,007 to $75,894.... $106,372 to $108,959.. 102................ $10,849,944 to
for center and main fuel tanks. $11,113,818.
Installing new IDS software and 2 to 3............. $0.................... Up to $255............ Up to 102.......... Up to $26,010.
revising the AFM when done (prior/
concurrent action).
Installing relays and wiring for 73 to 79........... $5,778 to $6,486...... $11,983 to $13,201.... 74................. $886,742 to $976,874.
horizontal stabilizer tank (HST).
Installing a new automatic shutoff 44................. $4,112................ $7,852................ 74................. $581,048.
for the HST.
Revising the maintenance program.. 1.................. $0.................... $85................... 102................ $8,670.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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:
2010-14-08 The Boeing Company: Amendment 39-16353. Docket No. FAA-
2009-0454; Directorate Identifier 2008-NM-156-AD.
Effective Date
(a) This airworthiness directive (AD) is effective August 6,
2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to The Boeing Company Model 747-400, 747-
400D, and 747-400F series airplanes, certificated in any category;
as identified in Boeing Service Bulletins 747-28A2280, Revision 1,
dated November 25, 2009, and 747-28A2281, Revision 1, dated November
25, 2009.
Note 1: This AD requires revisions to certain operator
maintenance documents to include a new inspection. Compliance with
this inspection is required by 14 CFR 91.403(c). For airplanes that
have been previously modified, altered, or repaired in the areas
addressed by this inspection, 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 (AMOC)
according to paragraph (p)(1) of this AD. The request should include
a description of changes to the required inspection that will ensure
the continued operational safety of the airplane.
Subject
(d) Air Transport Association (ATA) of America Code 28: Fuel.
Unsafe Condition
(e) This AD results from fuel system reviews conducted by the
manufacturer. We are issuing this AD to prevent uncommanded
operation of certain override/jettison pumps which could cause
overheat, electrical arcs, or frictional sparks, and could lead to
an ignition source inside a fuel tank. This condition, in
combination with flammable fuel vapors, could result in a fuel tank
explosion and consequent loss of the airplane.
Compliance
(f) Comply with this AD within the compliance times specified,
unless already done.
Installations and Wiring Changes
(g) Within 60 months after the effective date of this AD, do the
actions in paragraphs (g)(1) and (g)(2) of this AD, as applicable.
(1) For Model 747-400, 747-400D, and 747-400F series airplanes:
Install new pump control and time delay relays and do related
investigative and all applicable corrective actions, and change the
wiring for the center and main fuel tanks override/jettison fuel
pumps, in accordance with the Accomplishment Instructions of Boeing
Service Bulletin 747-28A2280, Revision 1, dated November 25, 2009.
Do all related investigative and applicable corrective actions
before further flight.
(2) For Model 747-400 series airplanes: Install new relays and
wiring for the horizontal stabilizer override/jettison fuel pumps in
accordance with the Accomplishment Instructions of Boeing Service
Bulletin 747-28A2281, Revision 1, dated November 25, 2009.
Prior/Concurrent Requirements
(h) Prior to or concurrently with the actions required by
paragraph (g) of this AD, do the applicable actions in paragraphs
(h)(1) and (h)(2) of this AD.
(1) For Model 747-400, 747-400D, and 747-400F series airplanes
identified in paragraphs (h)(1)(i), (h)(1)(ii), and (h)(1)(iii) of
this AD: Install new integrated display system (IDS) software in
accordance with the
[[Page 38401]]
Accomplishment Instructions of the applicable service bulletin
listed in paragraph (h)(1)(i), (h)(1)(ii), or (h)(1)(iii) of this
AD.
(i) For Model 747-400, 747-400D, and 747-400F series airplanes
that have General Electric engines, except airplanes having variable
numbers (V/Ns) RL429, RL430, RL473, RL511, and RL521: Boeing Service
Bulletin 747-31-2376, dated September 5, 2006.
(ii) For Model 747-400 and 747-400F series airplanes that have
Pratt & Whitney engines except airplanes having V/Ns RL456, RL492,
and RL502: Boeing Service Bulletin 747-31-2377, dated September 5,
2006.
(iii) For Model 747-400 and 747-400F series airplanes that have
Rolls Royce engines: Boeing Service Bulletin 747-31-2378, dated
September 5, 2006.
(2) For Model 747-400 series airplanes except V/Ns RM403, RM441
through RM443 inclusive, and RM445: Install a new automatic shutoff
system for the horizontal stabilizer tank (HST) fuel pumps in
accordance with the Accomplishment Instructions of Boeing Service
Bulletin 747-28A2262, Revision 2, dated August 13, 2009.
Credit for Actions Done According to Previous Issues of Service
Bulletins
(i) Actions done before the effective date of this AD in
accordance with the applicable service information contained in
Table 1 of this AD are acceptable for compliance with the
corresponding actions required by paragraphs (g) and (h) of this AD.
Table 1--Credit Service Information
----------------------------------------------------------------------------------------------------------------
Document Revision Date
----------------------------------------------------------------------------------------------------------------
Boeing Alert Service Bulletin Original................... August 7, 2008.
747[dash]28A2280.
Boeing Alert Service Bulletin Original................... December 13, 2007.
747[dash]28A2281.
Boeing Service Bulletin 747-28A2262........ Original................... March 15, 2007.
Boeing Service Bulletin 747-28A2262........ 1.......................... May 8, 2008.
----------------------------------------------------------------------------------------------------------------
Maintenance Program Revision
(j) Concurrently with accomplishing the actions required by
paragraph (g) of this AD, revise the maintenance program by
incorporating Airworthiness Limitation (AWL) No. 28-AWL-24 and No.
28-AWL-26 of Section 9, ``Airworthiness Limitations (AWLs) and
Certification Maintenance Requirements (CMRs),'' of the Boeing 747-
400 Maintenance Planning Data (MPD) Document D621U400-9, Revision
April 2008. The inspection interval for AWL No. 28-AWL-24 and AWL
No. 28-AWL-26 starts on the date the modification is incorporated.
No Alternative Inspections or Inspection Intervals
(k) After accomplishing the action specified in paragraph (j) of
this AD, no alternative actions or intervals may be used unless the
inspections or inspection intervals are approved as an AMOC in
accordance with the procedures specified in paragraph (p)(1) of this
AD.
Acceptable Action for Certain ADs
(l) For Model 747-400, -400D, and -400F series airplanes:
Installing new IDS software in accordance with paragraph (h)(1) of
this AD is an acceptable method of compliance for the action in the
applicable AD paragraph listed in Table 2 of this AD.
Table 2--Actions for Which Paragraph (h)(1) of This AD Is an Acceptable Method of Compliance (No Certificate
Limitations)
----------------------------------------------------------------------------------------------------------------
The action in-- Of--
----------------------------------------------------------------------------------------------------------------
(1) Paragraph E............................... AD 90-09-06, amendment 39-6581.
(2) Paragraph (b)............................. AD 91-13-10 R1, amendment 39-8158.
(3) Paragraph (d)(1).......................... AD 96-07-09, amendment 39-9558.
(4) Paragraph (a)(3)(iii)..................... AD 2000-02-22, amendment 39-11540.
(5) Paragraph (a)(2)(ii)...................... AD 2000-12-21, amendment 39-11799.
(6) Paragraph (d)(2)(iv)...................... AD 2003-16-16, amendment 39-13269.
(7) Paragraph (d)(1).......................... AD 2004-10-05, amendment 39-13635.
----------------------------------------------------------------------------------------------------------------
(m) For Model 747-400 series airplanes with a horizontal
stabilizer fuel tank and with horizontal stabilizer tank fuel pump
auto-shutoff installed: Installing new IDS software in accordance
with paragraph (h)(1) of this AD is an acceptable method of
compliance for the action in the applicable AD paragraph listed in
Table 3 of this AD, provided the certificate limitations included in
the following statement are incorporated into the Limitations
Section of the applicable airplane flight manual (AFM) in place of
the certificate limitation required by the AFM revision specified in
the applicable AD listed in Table 3 of this AD. This may be done by
inserting a copy of this AD in the AFM.
CERTIFICATE LIMITATIONS
Center Wing Tank:
The center wing tank (CWT) fuel quantity indication system must
be operative to dispatch with CWT mission fuel.
If the FUEL LOW CTR L or R message is displayed, both CWT
override/jettison pump(s) must be selected OFF.
If the FUEL PRESS CTR L or R message is displayed, the
corresponding CWT override/jettison pump must be selected OFF.
Horizontal Stabilizer Tank:
The following additional limitations must be followed if the
horizontal stabilizer tank (HST) is fueled and used:
The HST fuel quantity indication system must be operative to
dispatch with HST mission fuel.
If either the FUEL PMP STB L or R message is displayed while on
the ground, both HST pumps must be selected OFF.
If either the FUEL PRES STB L or R message is displayed, both
HST pumps must be selected OFF.
Defueling:
Prior to defueling any fuel tanks, perform a lamp test of the
respective Fuel Pump Low Pressure indication lights. When defueling,
the Fuel Pump Low Pressure indication lights must be monitored and
the fuel pumps positioned to OFF at the first indication of fuel
pump low pressure. When defueling with passengers on board, fuel
pump switches must be selected OFF at or above approximately 7,000
pounds (3,200 kilograms) for the CWT, 3,000 pounds (1,400 kilograms)
for main tanks, and 2,100 pounds (1,000 kilograms) for the HST.
(These requirements apply for defueling or transferring between
tanks.)
[[Page 38402]]
Warnings and Notes Applicable to All Fuel Operations
Warning
Do not reset a tripped fuel pump circuit breaker.
Warning
Do not cycle CWT and HST pump switches from ON to OFF to ON with
any continuous low pressure indication present.
Note
In a low fuel situation, both CWT override/jettison pumps may be
selected ON and all CWT fuel may be used.
Note
In a low fuel situation, both HST transfer pumps may be selected
ON and all HST fuel may be used.
Note
The limitations contained in these certificate limitations
supersede any conflicting basic airplane flight manual
limitations.''
Note 2: When a statement identical to that in paragraph (m) 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.
Note 3: The certificate limitations in paragraph (m) of this AD
are also included as an enclosure to FAA Letter 140S-09-191, dated
June 23, 2009.
Table 3--Actions for Which Paragraph (h)(1) of This AD Is an Acceptable Method of Compliance (With Certificate
Limitations)
----------------------------------------------------------------------------------------------------------------
The action in-- Of--
----------------------------------------------------------------------------------------------------------------
(1) Paragraph (a)............................. AD 2001-12-21, amendment 39-12277.
(2) Paragraph (a)............................. AD 2001-21-07, amendment 39-12478.
(3) Paragraph (c)(2).......................... AD 2002-19-52, amendment 39-12900.
(4) Paragraph (a)............................. AD 2002-24-52, amendment 39-12993.
----------------------------------------------------------------------------------------------------------------
Optional Terminating Action for Paragraphs (g)(2), (h)(2), and (m) of
this AD: Deactivation of the HST
(n) Deactivation of the HST, in accordance with the applicable
Boeing service information in Table 4 of this AD, terminates the
requirements of paragraphs (g)(2), (h)(2), and (m) of this AD,
except as provided by paragraph (o) of this AD. Deactivation of the
HST before the effective date of this AD in accordance with the
applicable service information in Table 5 of this AD also terminates
the requirements of paragraphs (g)(2), (h)(2), and (m) of this AD,
except as provided by paragraph (o) of this AD.
Table 4--Deactivation Service Information
------------------------------------------------------------------------
Boeing Service Information Revision Date
------------------------------------------------------------------------
Service Bulletin 747-28-2247. Original..... November 26, 2002.
Service Bulletin 747-28-2265. Original..... February 22, 2006.
Service Bulletin 747-28-2272. Original..... February 21, 2006.
Service Bulletin 747-28-2274. 1............ May 21, 2008.
Service Bulletin 747-28-2275. 4............ February 2, 2009.
Service Bulletin 747-28-2279. 2............ October 16, 2007.
Service Bulletin 747-28-2285. 3............ August 30, 2007.
Service Bulletin 747-28-2293. 2............ March 4, 2008.
Service Bulletin 747-28-2295. 2............ January 19, 2009.
Service Bulletin 747-28-2296. Original..... July 13, 2007.
Service Bulletin 747-28-2300. 1............ June 2, 2008.
Service Bulletin 747-28-2310. Original..... December 18, 2008.
Service Bulletin 747-28-2314. Original..... December 9, 2008.
------------------------------------------------------------------------
Table 5--Deactivation Credit Service Information
------------------------------------------------------------------------
Boeing Service Information Revision Date
------------------------------------------------------------------------
Service Bulletin 747-28-2274. Original..... March 13, 2006.
Service Bulletin 747-28-2275. Original..... June 12, 2006.
Service Bulletin 747-28-2275. 1............ March 16, 2007.
Service Bulletin 747-28-2275. 2............ July 2, 2007.
Service Bulletin 747-28-2275. 3............ March 11, 2008.
Service Bulletin 747-28-2279. Original..... June 12, 2006.
Service Bulletin 747-28-2279. 1............ May 25, 2007.
Service Bulletin 747-28-2285. Original..... January 23, 2007.
Service Bulletin 747-28-2285. 1............ May 9, 2007.
Service Bulletin 747-28-2285. 2............ August 3, 2007.
Service Bulletin 747-28-2293. Original..... May 9, 2007.
Service Bulletin 747-28-2293. 1............ August 29, 2007.
Service Bulletin 747-28-2295. Original..... November 17, 2006.
Service Bulletin 747-28-2295. 1............ March 20, 2008.
Service Bulletin 747-28-2300. Original..... January 16, 2008.
------------------------------------------------------------------------
[[Page 38403]]
Reactivation of the HST
(o) For any airplane on which the HST is reactivated, the HST
must be reactivated in accordance with a method approved by the
Manager, Seattle Aircraft Certification Office (ACO), FAA. For any
airplane on which the HST is reactivated, the requirements of
paragraphs (g)(2), (h)(2), and (m) of this AD must be done before
further flight following the reactivation, or within 60 months after
the effective date of this AD, whichever occurs later. For a
reactivation method to be approved, the reactivation method must
meet the certification basis of the airplane, and the approval must
specifically reference this AD.
Alternative Methods of Compliance (AMOCs)
(p)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. Send information to
Attn: Douglas Bryant, Aerospace Engineer, Propulsion Branch, ANM-
140S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue,
SW., Renton, Washington 98057-3356; telephone (425) 917-6505; fax
(425) 917-6590. Or, e-mail information to 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(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 principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
Material Incorporated by Reference
(q) You must use the service information contained in Table 6 of
this AD, as applicable, to do the actions required by this AD,
unless the AD specifies otherwise.
Table 6--Required Material Incorporated by Reference
------------------------------------------------------------------------
Boeing Service Information Revision Date
------------------------------------------------------------------------
Service Bulletin 747-28A2280. 1............ November 25, 2009.
Service Bulletin 747-28A2281. 1............ November 25, 2009.
Section 9, ``Airworthiness April 2008... April 2008.
Limitations (AWLs) and
Certification Maintenance
Requirements (CMRs),'' of
the 747-400 Maintenance
Planning Data (MPD) Document
D621U400-9.
Service Bulletin 747-28A2262. 2............ August 13, 2009.
Service Bulletin 747-31-2376. Original..... September 5, 2006.
Service Bulletin 747-31-2377. Original..... September 5, 2006.
Service Bulletin 747-31-2378. Original..... September 5, 2006.
------------------------------------------------------------------------
If you accomplish the optional actions specified in this AD, you
must use the service information specified in Table 7 of this AD, as
applicable, to perform those actions unless the AD specifies
otherwise.
Table 7--Optional Material Incorporated by Reference
------------------------------------------------------------------------
Boeing Service Information Revision Date
------------------------------------------------------------------------
Service Bulletin 747-28-2247. Original..... November 26, 2002.
Service Bulletin 747-28-2265. Original..... February 22, 2006.
Service Bulletin 747-28-2272. Original..... February 21, 2006.
Service Bulletin 747-28-2274. 1............ May 21, 2008.
Service Bulletin 747-28-2275. 4............ February 2, 2009.
Service Bulletin 747-28-2279. 2............ October 16, 2007.
Service Bulletin 747-28-2285. 3............ August 30, 2007.
Service Bulletin 747-28-2293. 2............ March 4, 2008.
Service Bulletin 747-28-2295. 2............ January 19, 2009.
Service Bulletin 747-28-2296. Original..... July 13, 2007.
Service Bulletin 747-28-2300. 1............ June 2, 2008.
Service Bulletin 747-28-2310. Original..... December 18, 2008.
Service Bulletin 747-28-2314. Original..... December 9, 2008.
------------------------------------------------------------------------
[[Page 38404]]
(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, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone
206-544-5000, extension 1, fax 206-766-5680; e-mail
me.boecom@boeing.com; Internet https://www.myboeingfleet.com.
(3) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221.
(4) You may also review copies of the service information that
is incorporated by reference 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 June 17, 2010.
Robert D. Breneman,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-15935 Filed 7-1-10; 8:45 am]
BILLING CODE 4910-13-P
