Airworthiness Directives; the Boeing Company Airplanes, 46532-46536 [2013-18511]
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10. Amend § 115.35 as follows:
(a) Revise paragraph (c)(1) as set forth
below;
■ (b) In paragraph (c)(4), remove ‘‘90
days’’ and add ‘‘45 days’’ in its place.
■
■
§ 115.35
Losses.
Claims for reimbursement of
*
*
*
*
(c) Claim reimbursement requests. (1)
Claims for reimbursement for Losses
which the Surety has paid must be
submitted (together with a copy of the
bond, the bonded Contract, and any
indemnity agreements) with the initial
claim to OSG on a ‘‘Default Report,
Claim for Reimbursement and Report of
Recoveries’’ (SBA Form 994H), within
90 days from the time of each
disbursement. Claims submitted after 90
days must be accompanied by
substantiation satisfactory to SBA. The
date of the claim for reimbursement is
the date of receipt of the claim by SBA,
or such later date as additional
information requested by SBA is
received.
*
*
*
*
*
■ 11. Amend § 115.36 paragraph (a)(3)
by removing ‘‘90 days’’ and adding ‘‘45
days’’ in its place.
■ 12. Amend § 115.67 paragraph (a) by
removing ‘‘$50,000’’ and adding
‘‘$100,000, whichever is less’’ in its
place.
■ 13. Revise § 115.69 to read as follows:
emcdonald on DSK67QTVN1PROD with PROPOSALS
Dated: July 26, 2013.
Karen G. Mills,
Administrator.
[FR Doc. 2013–18530 Filed 7–31–13; 8:45 am]
*
§ 115.69
(b) Remove the term ‘‘90 days’’ in the
third sentence and add ‘‘45 days’’ in its
place.
■
Imminent Breach.
(a) No Prior Approval Requirement.
SBA will reimburse a PSB Surety for the
guaranteed portion of payments the
Surety makes to avoid or attempt to
avoid an Imminent Breach of the terms
of a Contract covered by an SBA
guaranteed bond. The aggregate of the
payments by SBA under this section
cannot exceed 10% of the Contract
amount, unless the Administrator finds
that a greater payment (not to exceed the
guaranteed portion of the bond penalty)
is necessary and reasonable. The PSB
Surety does not need to obtain prior
SBA approval to make Imminent Breach
payments, except that the PSB Surety
may request SBA to approve payments
that exceed 10% of the Contract amount
prior to the Surety making the payment.
In no event will SBA make any
duplicate payment under any provision
of these regulations in this part.
(b) Recordkeeping Requirement. The
PSB Surety must keep records of
payments made to avoid Imminent
Breach.
■ 14. Amend § 115.70 paragraph (a) as
follows:
■ (a) Remove the term ‘‘1 year’’ in the
first sentence and add the term ‘‘90
days’’ in its place; and
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BILLING CODE 8025–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0616; Directorate
Identifier 2007–NM–353–AD]
RIN 2120–AA64
Airworthiness Directives; the Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
AGENCY:
We are revising an earlier
proposed airworthiness directive (AD)
for all The Boeing Company Model 767
airplanes. That NPRM proposed to
require repetitive operational tests of the
engine fuel suction feed of the fuel
system, and other related testing if
necessary. That NPRM was prompted by
reports of two in-service occurrences on
Model 737–400 airplanes of total loss of
boost pump pressure of the fuel feed
system, followed by loss of fuel system
suction feed capability on one engine,
and in-flight shutdown of the engine.
This action revises that NPRM by
proposing to revise the maintenance
program to incorporate a revision to the
Airworthiness Limitations Section of
the maintenance planning data (MPD)
document, and to remove airplanes from
the applicability. We are proposing this
supplemental NPRM to detect and
correct failure of the engine fuel suction
feed capability of the fuel system, which
could result in dual engine flameout,
inability to restart the engines, and
consequent forced landing of the
airplane. Since these actions impose an
additional burden over that proposed in
the previous NPRM, we are reopening
the comment period to allow the public
the chance to comment on these
proposed changes.
DATES: We must receive comments on
this supplemental NPRM by September
16, 2013.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
SUMMARY:
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• 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 proposed AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5280; Internet https://
www.myboeingfleet.com. You may
review copies of the referenced 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.
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 proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Sue
Lucier, Aerospace Engineer, Propulsion
Branch, ANM–140S, 1601 Lind Avenue
SW., Renton, Washington 98057–3352;
phone: 425–917–6438; fax: 425–917–
6590; email: suzanne.lucier@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2008–0616; Directorate Identifier
2007–NM–353–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
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Federal Register / Vol. 78, No. 148 / Thursday, August 1, 2013 / Proposed Rules
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
We issued an NPRM to amend 14 CFR
part 39 to include an AD that would
apply to all The Boeing Company Model
767 airplanes. That NPRM published in
the Federal Register on June 6, 2008 (73
FR 32252). That NPRM proposed to
require repetitive operational tests of the
engine fuel suction feed of the fuel
system, and other related testing if
necessary, according to a method
approved by the FAA.
Actions Since Previous NPRM (73 FR
32252, June 6, 2008) Was Issued
Since we issued the previous NPRM
(73 FR 32252, June 6, 2008), we have
received comments from operators
indicating a high level of difficulty
performing the actions in the previous
NPRM during maintenance operations.
It is standard practice for operators to
revise maintenance tasks to incorporate
actions into their individual
maintenance manuals as part of the
maintenance program. Based on these
comments, and a review of the previous
NPRM, we determined a revision to the
procedures was necessary. In
conjunction with Boeing we developed
an airworthiness limitation for the
engine fuel suction feed system to
address this issue.
emcdonald on DSK67QTVN1PROD with PROPOSALS
Relevant Service Information
We reviewed Section 9, Airworthiness
Limitations (AWLs) and Certification
Maintenance Requirements (CMRs),
D622T001–9, Revision October 2012
and Revision January 2013, of the
Boeing 767 Maintenance Planning Data
(MPD) Document. Among other things,
Section 9 describes AWL No. 28–AWL–
101, Engine Fuel Suction Feed
Operational Test, of Section E., AWLS—
Fuel Systems, which provides
procedures for performing repetitive
operational tests of the engine fuel
suction feed of the fuel system.
Comments
We gave the public the opportunity to
comment on the previous NPRM (73 FR
32252, June 6, 2008). The following
presents the comments received on the
previous NPRM and the FAA’s response
to each comment.
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Request To Withdraw the Previous
NPRM (73 FR 32252, June 6, 2008)
ABX Air asked that we withdraw the
previous NPRM (73 FR 32252, June 6,
2008). ABX stated that there have been
no incidents recorded in the NTSB or
FAA databases for a Model 767 flameout
due to the loss of fuel system suction
feed capability. ABX added that it does
not believe the subject unsafe condition
is a critical safety concern.
We do not agree with the request to
withdraw the previous NPRM (73 FR
32252, June 6, 2008), because, together
with the manufacturer, we have
evaluated this issue and determined it
to be an important safety concern.
Although the fuel system on Model 767
airplanes differs from the Model 737
with respect to the engine fuel feed
system design, service data of transport
category airplanes indicates that multiengine flameouts have generally
resulted from a common cause, such as
fuel mismanagement, crew action that
inadvertently shut off the fuel supply to
the engines, exposure to common
environmental conditions, or engine
deterioration on all engines of the same
type. Successful in-flight restart of the
engines is dependent on adequate fuel
being supplied to the engines, solely
through engine fuel suction feed.
Deterioration of the fuel plumbing
system can lead to line (vacuum) losses,
reducing the engine fuel suction feed
capability; therefore, directed
maintenance is necessary to ensure this
system is functioning correctly in order
to maintain continued safe flight of the
airplane. We have not changed the
supplemental NPRM in this regard.
Request To Incorporate CMR Task Into
the Maintenance Program Instead of
Issuing an NPRM
ABX, Japan Airlines International
(JAL), and Qantas Airways Ltd. asked
that a CMR task be developed for
incorporation into the maintenance
program instead of issuing an NPRM (73
FR 32252, June 6, 2008). The
commenters stated that the maintenance
program is already in use by operators
and the procedures are understood and
followed. Qantas added that the task
associated with this action will generate
an administrative burden for operators,
with no benefit.
We do not agree with the requests to
develop a CMR task. CMRs are
developed by the Certification
Maintenance Coordination Committee
(CMCC) during the type certification
process. The CMCC is made up of
manufacturer representatives (typically
maintenance, design, and safety
engineering personnel), operator
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46533
representatives designated by the
Industry Steering Committee
chairperson, FAA Aircraft Certification
Office specialists, and the Maintenance
Review Board (MRB) chairperson. CMRs
developed during this process become a
part of the certification basis of the
airplane upon issuance of the type
certificate. We do not have a process for
convening the CMCC outside of the type
certification process; based on this, the
CMR is not an option for replacing this
AD. Therefore, if the airworthiness
limitation items (ALIs) were not in the
maintenance program at the time of
initial certification, an AD is required to
make the ALI task a required action. We
have not changed the supplemental
NPRM in this regard.
Requests To Allow the Use of Later
Revisions of the Maintenance
Documents
Air New Zealand (ANZ), ABX,
Continental Airlines (CAL), and Boeing
asked that we allow using later revisions
of the referenced maintenance
documents, because those documents
could be revised over time and would
require frequent requests for alternative
methods of compliance (AMOCs).
We do not agree with the request.
Allowing later revisions of service
documents in an AD is not allowed by
the Office of the Federal Register
regulations for approving materials
incorporated by reference. We have
made no change to the supplemental
NPRM in this regard.
Request To Clarify Reason for the
Unsafe Condition
Boeing asked that we clarify the
reason for the unsafe condition
identified in the previous NPRM (73 FR
32252, June 6, 2008). Boeing asked that
the AD include the results from a report
of in-service occurrences of loss of fuel
system suction feed capability on one
engine, due to two in-service engine
flameout events on a Model 737–400
airplane while operating on suction feed
with undetected air leak failures. Boeing
stated that there are no known reports
of any engine flameout related to events
on Model 767 airplanes. Boeing
acknowledged that undetected air leaks
could exist and that this maintenance
procedure is a proactive measure to
ensure engine flameout will not occur
during suction feed operation.
We agree to clarify the unsafe
condition. We have revised the
Summary section and paragraph (e) of
this supplemental NPRM accordingly.
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Requests for Changes To Certain
Maintenance Document References
JAL, ANZ, and Boeing asked that we
remove the airplane maintenance
manual (AMM) reference to Section 28–
22–00 specified in paragraph (f) of the
previous NPRM (73 FR 32252, June 6,
2008). The commenters stated that the
AMM is covered in Boeing 767 Task
Card 28–020–02, and noted that having
fewer references included lessens the
chance of errors.
We acknowledge and agree with the
commenters concerns regarding the
maintenance documents referenced in
the previous NPRM (73 FR 32253, June
6, 2008). However, these maintenance
documents are not FAA-approved and
we do not have the publication controls
associated with AD-related service
documents. We do not agree with the
requested changes because we have
decided to mandate an FAA-approved
document which should eliminate these
concerns. We changed paragraph (f) of
the previous NPRM (paragraph (g) in
this supplemental NPRM) to require
revising the maintenance program to
incorporate new procedures into the
maintenance documents.
emcdonald on DSK67QTVN1PROD with PROPOSALS
Requests To Extend Repetitive Test
Intervals
CAL and Air Canada asked that we
extend the repetitive operational test
interval specified in paragraph (f) of the
previous NPRM (73 FR 32252, June 6,
2008).
CAL stated that a re-evaluation of the
proposed repetitive interval limit after
doing the initial inspection should be
done, since CAL’s service history has
revealed no reported engine flameout
events or related operational
discrepancies. CAL asked that the
repetitive interval be extended to a
normal maintenance 2C-check or within
12,000 flight hours, whichever occurs
first.
Air Canada asked that the repetitive
interval be extended to a calendar time
of 24 months. Air Canada does not
understand the logic behind a repetitive
frequency of 7,500 flight hours.
We do not agree with the requests that
the repetitive intervals be extended. In
developing an appropriate compliance
time for the actions specified in
paragraph (g) of this supplemental
NPRM (paragraph (f) of the previous
NPRM (73 FR 32252, June 6, 2008)), we
considered the safety implications and
normal maintenance schedules for the
timely accomplishment of the specified
actions. We have determined that the
proposed compliance time will ensure
an acceptable level of safety and allow
the actions to be done during scheduled
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maintenance intervals for most affected
operators. However, affected operators
may request an AMOC to request an
extension of the repetitive operational
test interval under the provisions of
paragraph (h) of this supplemental
NPRM by submitting data substantiating
that the change would provide an
acceptable level of safety. We have not
changed the supplemental NPRM in this
regard.
Request To Clarify That Engine Fuel
Suction Feed Test Is Allowed in Lieu of
the Operational Test
JAL asked that we clarify that the
engine fuel suction feed test procedure
in the Boeing 767 Maintenance Planning
Data (MPD) document is an option for
performing the operational test in the
previous NPRM (73 FR 32252, June 6,
2008). JAL asked that we consider
adding the pressure leak check of the
fuel lines and fittings procedure as an
alternative procedure to performing the
operational test specified in Section 28–
22–00 of the Boeing 767 Aircraft
Maintenance Manual (AMM).
We agree to provide clarification. The
pressure leak check is not equivalent to
the operational test (Task 28–22–00–
710–802) since certain fuel line seal
details may function normally under
positive pressure, but fail to hold in-line
vacuum when under fuel suction feed.
Additionally, a fuel suction feed test
would be required after reconnecting
the fuel line to the manifold to verify
final system integrity. Therefore, we
have not changed the supplemental
NPRM in this regard.
Request To Include Warning
Information
CAL suggested that the Boeing service
manuals include a critical design
configuration control limitation
(CDCCL) warning identification
statement to alert maintenance
personnel of the importance of
regulatory compliance, as well as the
configuration control requirement. CAL
did not include any justification for this
request.
We agree that a CDCCL warning
statement would serve as direct
communication to maintenance
personnel that there is an AD associated
with certain maintenance actions. New
service information has been added to
this supplemental NPRM since issuance
of the previous NPRM (73 FR 32252,
June 6, 2008), which should eliminate
the commenter’s concern. The airplane
maintenance manual will be a ‘‘referred
to’’ document within the AWL task,
which gives operators flexibility in
developing maintenance programs
based on equivalent procedures. We
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have made no change to the
supplemental NPRM in this regard.
Request To Include Corrective Action
CAL asked that the related testing
language specified in paragraph (f) of
the previous NPRM (73 FR 32252, June
6, 2008) be changed. CAL stated that the
language should specify correcting
discrepancies before further flight if the
engine fails the operational test. CAL
added that the corrective actions should
be done in accordance with the
procedures in the ‘‘Right (Left) Engine
Fails the Suction Feed Test’’ procedure
in the Boeing 767 Fault Isolation
Manual (FIM) 28–22–00/101.
We acknowledge and agree with the
commenters concern. However, as
stated previously, we are issuing this
supplemental NPRM to revise the
maintenance program to incorporate a
revision to the Airworthiness
Limitations Section of the MPD
document to include the ‘‘Engine Fuel
Suction Feed Operational Test’’
procedure. Therefore, the language
identified by the commenter has been
removed from this supplemental NPRM.
We have made no change to the
supplemental NPRM in this regard.
FAA’s Determination
We are proposing this supplemental
NPRM because we evaluated all the
relevant information and determined
the unsafe condition described
previously is likely to exist or develop
in other products of the same type
design. Certain changes described above
expand the scope of the previous NPRM
(73 FR 32252, June 6, 2008). As a result,
we have determined that it is necessary
to reopen the comment period to
provide additional opportunity for the
public to comment on this supplemental
NPRM.
Proposed Requirements of the
Supplemental NPRM
This supplemental NPRM revises the
previous NPRM (73 FR 32252, June 6,
2008) by proposing to remove the
actions in paragraph (f) of the previous
NPRM and replace with a revision to the
maintenance program to incorporate
procedures for the Engine Fuel Suction
Feed Operational Test Airworthiness
Limitations Section of the MPD
document, and to remove airplanes from
the applicability.
This AD requires revisions to certain
operator maintenance documents to
include new actions (e.g., inspections)
and/or CDCCLs. Compliance with these
actions and/or CDCCLs is required by 14
CFR 91.403(c). For airplanes that have
been previously modified, altered, or
repaired in the areas addressed by this
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AD, the operator may not be able to
accomplish the actions described in the
revisions. In this situation, to comply
with 14 CFR 91.403(c), the operator
must request approval for an alternative
method of compliance according to
paragraph (i)(1) of this AD. The request
should include a description of changes
to the required actions that will ensure
the continued operational safety of the
airplane.
Costs of Compliance
We estimate that this proposed AD
affects 406 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per
product
Cost on U.S.
operators
Revise airworthiness limitations ......................
1 work-hour × $85 per hour = $85 .................
$0
$85
$34,510
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.
emcdonald on DSK67QTVN1PROD with PROPOSALS
Regulatory Findings
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would not have a
substantial direct effect on the States, on
the relationship between the national
Government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify this proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
the DOT Regulatory Policies and
Procedures (44 FR 11034, February 26,
1979),
(3) Will not affect intrastate aviation
in Alaska, and
(4) 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.
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List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
(e) Unsafe Condition
This AD results from reports of two inservice occurrences on Model 737–400
airplanes of total loss of boost pump pressure
of the fuel feed system, followed by loss of
fuel system suction feed capability on one
engine, and in-flight shutdown of the engine.
We are issuing this AD to detect and correct
failure of the engine fuel suction feed
capability of the fuel system, which could
result in dual engine flameout, inability to
restart the engines, and consequent forced
landing of the airplane.
(f) Compliance
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
(g) Maintenance Program Revision
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
The Boeing Company: Docket No. FAA–
2008–0616; Directorate Identifier 2007–
NM–353–AD.
(a) Comments Due Date
We must receive comments by September
16, 2013.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
Model 767–200, –300, –300F, and –400ER
series airplanes, certificated in any category,
that have received a certificate of
airworthiness or foreign export before
November 2, 2012.
Note 1 to paragraph (c) of this AD:
November 2, 2012, is the original publication
date of Section 9, Airworthiness Limitations
(AWLs) and Certification Maintenance
Requirements (CMRs), D622T001–9, Revision
October 2012, of the Boeing 767 Maintenance
Planning Data (MPD) Document, or Revision
January 2013 of the Boeing 767 Maintenance
Planning Data (MPD) Document; including
Airworthiness Limitations (AWLS)—Fuel
Systems of Airworthiness Limitation (AWL)
No. 28–AWL–101, Engine Fuel Suction Feed
Operational Test.
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 2800, Aircraft Fuel System.
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Comply with this AD within the
compliance times specified, unless already
done.
Sfmt 4702
Within 90 days after the effective date of
this AD: Revise the maintenance program to
incorporate AWL No. 28–AWL–101, Engine
Fuel Suction Feed Operational Test, of
Section E., AWLS—Fuel Systems of Section
9, AWLs and CMRs, D622T001–9, Revision
October 2012 or Revision January 2013, of
the Boeing 767 MPD Document.
(h) No Alternative Actions, Intervals, and/or
Critical Design Configuration Control
Limitations (CDCCLs)
After accomplishing the revision required
by paragraph (g) of this AD, no alternative
actions (e.g., tests), intervals, or CDCCLs may
be used unless the actions, intervals, or
CDCCLs are approved as an alternative
method of compliance (AMOC) in
accordance with the procedures specified in
paragraph (i) of this AD.
(i) Alternative Methods of Compliance
(AMOCs)
(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. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in the
Related Information section of this AD.
Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
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of the local flight standards district office/
certificate holding district office.
(j) Related Information
(1) For more information about this AD,
contact Sue Lucier, Aerospace Engineer,
Propulsion Branch, ANM–140S, 1601 Lind
Avenue SW., Renton, Washington 98057–
3352; phone: 425–917–6438; fax: 425–917–
6590; email: suzanne.lucier@faa.gov.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5280;
Internet https://www.myboeingfleet.com. You
may review copies of the referenced 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.
Issued in Renton, Washington, on July 21,
2013.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2013–18511 Filed 7–31–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Examining the AD Docket
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0668; Directorate
Identifier 2013–NM–017–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
Airbus Model A300 B4–600 and A300
B4–600R series airplanes. This proposed
AD was prompted by reports of cracks
found in the bottom wing skin stringers
at rib 14 during full-scale fatigue testing
and in service. This proposed AD would
require modifying the profile of stringer
run-outs at rib 14 of both wings,
including a high frequency eddy current
inspection of the fastener holes for
defects and repair if necessary. We are
proposing this AD to prevent cracking
in the bottom wing skin stringers, which
could result in reduced structural
integrity of the wings.
DATES: We must receive comments on
this proposed AD by September 16,
2013.
ADDRESSES: You may send comments by
any of the following methods:
emcdonald on DSK67QTVN1PROD with PROPOSALS
SUMMARY:
VerDate Mar<15>2010
16:23 Jul 31, 2013
Jkt 229001
• 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, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Airbus SAS,
Airworthiness Office—EAW, 1 Rond
Point Maurice Bellonte, 31707 Blagnac
Cedex, France; telephone +33 5 61 93 36
96; fax +33 5 61 93 44 51; email
account.airworth-eas@airbus.com;
Internet https://www.airbus.com. You
may review copies of the referenced
service information at the FAA,
Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Operations office between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Operations
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: Dan
Rodina, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA
98057–3356; telephone (425) 227–2125;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2013–0668; Directorate Identifier
2013–NM–017–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
PO 00000
Frm 00009
Fmt 4702
Sfmt 4702
closing date and may amend this
proposed AD based on those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2013–0008R1,
dated January 22, 2013 (referred to after
this as the Mandatory Continuing
Airworthiness Information, or ‘‘the
MCAI’’), to correct an unsafe condition
for the specified products. The MCAI
states:
During full-scale fatigue testing, cracks
were detected in the bottom wing skin
stringers at rib 14. In addition, A300
aeroplane operators have also reported
finding cracks in the same area.
This condition, if not detected and
corrected, could impair the structural
integrity of the wings.
Additional analysis results showed that the
improved design of the stringer run-out is
necessary for aeroplanes operating beyond
the ESG 1 [extended service goal 1: 42,500
flight cycles].
For the reasons described above, this
[EASA] AD requires the removal of the
stringer end run-out plate at stringer 19 on
the bottom wing skin and the re-profiling
modification of the stringers 10, 11, 12, 17
and 19.
*
*
*
*
*
The modification also includes doing
a high frequency eddy current
inspection of the fastener holes for
defects and repair if necessary. You may
obtain further information by examining
the MCAI in the AD docket.
Relevant Service Information
Airbus has issued Mandatory Service
Bulletin A300–57–6046, Revision 01,
dated April 18, 2011. The actions
described in this service information are
intended to correct the unsafe condition
identified in the MCAI.
FAA’s Determination and Requirements
of This Proposed AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
in the United States. Pursuant to our
bilateral agreement with the State of
Design Authority, we have been notified
of the unsafe condition described in the
MCAI and service information
referenced above. We are proposing this
AD because we evaluated all pertinent
information and determined an unsafe
E:\FR\FM\01AUP1.SGM
01AUP1
Agencies
[Federal Register Volume 78, Number 148 (Thursday, August 1, 2013)]
[Proposed Rules]
[Pages 46532-46536]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-18511]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0616; Directorate Identifier 2007-NM-353-AD]
RIN 2120-AA64
Airworthiness Directives; the Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of
comment period.
-----------------------------------------------------------------------
SUMMARY: We are revising an earlier proposed airworthiness directive
(AD) for all The Boeing Company Model 767 airplanes. That NPRM proposed
to require repetitive operational tests of the engine fuel suction feed
of the fuel system, and other related testing if necessary. That NPRM
was prompted by reports of two in-service occurrences on Model 737-400
airplanes of total loss of boost pump pressure of the fuel feed system,
followed by loss of fuel system suction feed capability on one engine,
and in-flight shutdown of the engine. This action revises that NPRM by
proposing to revise the maintenance program to incorporate a revision
to the Airworthiness Limitations Section of the maintenance planning
data (MPD) document, and to remove airplanes from the applicability. We
are proposing this supplemental NPRM to detect and correct failure of
the engine fuel suction feed capability of the fuel system, which could
result in dual engine flameout, inability to restart the engines, and
consequent forced landing of the airplane. Since these actions impose
an additional burden over that proposed in the previous NPRM, we are
reopening the comment period to allow the public the chance to comment
on these proposed changes.
DATES: We must receive comments on this supplemental NPRM by September
16, 2013.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, 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 proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5280; Internet https://www.myboeingfleet.com. You may review copies of the referenced 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.
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 proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (phone: 800-647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Sue Lucier, Aerospace Engineer,
Propulsion Branch, ANM-140S, 1601 Lind Avenue SW., Renton, Washington
98057-3352; phone: 425-917-6438; fax: 425-917-6590; email:
suzanne.lucier@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2008-0616;
Directorate Identifier 2007-NM-353-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this
[[Page 46533]]
proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
We issued an NPRM to amend 14 CFR part 39 to include an AD that
would apply to all The Boeing Company Model 767 airplanes. That NPRM
published in the Federal Register on June 6, 2008 (73 FR 32252). That
NPRM proposed to require repetitive operational tests of the engine
fuel suction feed of the fuel system, and other related testing if
necessary, according to a method approved by the FAA.
Actions Since Previous NPRM (73 FR 32252, June 6, 2008) Was Issued
Since we issued the previous NPRM (73 FR 32252, June 6, 2008), we
have received comments from operators indicating a high level of
difficulty performing the actions in the previous NPRM during
maintenance operations. It is standard practice for operators to revise
maintenance tasks to incorporate actions into their individual
maintenance manuals as part of the maintenance program. Based on these
comments, and a review of the previous NPRM, we determined a revision
to the procedures was necessary. In conjunction with Boeing we
developed an airworthiness limitation for the engine fuel suction feed
system to address this issue.
Relevant Service Information
We reviewed Section 9, Airworthiness Limitations (AWLs) and
Certification Maintenance Requirements (CMRs), D622T001-9, Revision
October 2012 and Revision January 2013, of the Boeing 767 Maintenance
Planning Data (MPD) Document. Among other things, Section 9 describes
AWL No. 28-AWL-101, Engine Fuel Suction Feed Operational Test, of
Section E., AWLS--Fuel Systems, which provides procedures for
performing repetitive operational tests of the engine fuel suction feed
of the fuel system.
Comments
We gave the public the opportunity to comment on the previous NPRM
(73 FR 32252, June 6, 2008). The following presents the comments
received on the previous NPRM and the FAA's response to each comment.
Request To Withdraw the Previous NPRM (73 FR 32252, June 6, 2008)
ABX Air asked that we withdraw the previous NPRM (73 FR 32252, June
6, 2008). ABX stated that there have been no incidents recorded in the
NTSB or FAA databases for a Model 767 flameout due to the loss of fuel
system suction feed capability. ABX added that it does not believe the
subject unsafe condition is a critical safety concern.
We do not agree with the request to withdraw the previous NPRM (73
FR 32252, June 6, 2008), because, together with the manufacturer, we
have evaluated this issue and determined it to be an important safety
concern. Although the fuel system on Model 767 airplanes differs from
the Model 737 with respect to the engine fuel feed system design,
service data of transport category airplanes indicates that multi-
engine flameouts have generally resulted from a common cause, such as
fuel mismanagement, crew action that inadvertently shut off the fuel
supply to the engines, exposure to common environmental conditions, or
engine deterioration on all engines of the same type. Successful in-
flight restart of the engines is dependent on adequate fuel being
supplied to the engines, solely through engine fuel suction feed.
Deterioration of the fuel plumbing system can lead to line (vacuum)
losses, reducing the engine fuel suction feed capability; therefore,
directed maintenance is necessary to ensure this system is functioning
correctly in order to maintain continued safe flight of the airplane.
We have not changed the supplemental NPRM in this regard.
Request To Incorporate CMR Task Into the Maintenance Program Instead of
Issuing an NPRM
ABX, Japan Airlines International (JAL), and Qantas Airways Ltd.
asked that a CMR task be developed for incorporation into the
maintenance program instead of issuing an NPRM (73 FR 32252, June 6,
2008). The commenters stated that the maintenance program is already in
use by operators and the procedures are understood and followed. Qantas
added that the task associated with this action will generate an
administrative burden for operators, with no benefit.
We do not agree with the requests to develop a CMR task. CMRs are
developed by the Certification Maintenance Coordination Committee
(CMCC) during the type certification process. The CMCC is made up of
manufacturer representatives (typically maintenance, design, and safety
engineering personnel), operator representatives designated by the
Industry Steering Committee chairperson, FAA Aircraft Certification
Office specialists, and the Maintenance Review Board (MRB) chairperson.
CMRs developed during this process become a part of the certification
basis of the airplane upon issuance of the type certificate. We do not
have a process for convening the CMCC outside of the type certification
process; based on this, the CMR is not an option for replacing this AD.
Therefore, if the airworthiness limitation items (ALIs) were not in the
maintenance program at the time of initial certification, an AD is
required to make the ALI task a required action. We have not changed
the supplemental NPRM in this regard.
Requests To Allow the Use of Later Revisions of the Maintenance
Documents
Air New Zealand (ANZ), ABX, Continental Airlines (CAL), and Boeing
asked that we allow using later revisions of the referenced maintenance
documents, because those documents could be revised over time and would
require frequent requests for alternative methods of compliance
(AMOCs).
We do not agree with the request. Allowing later revisions of
service documents in an AD is not allowed by the Office of the Federal
Register regulations for approving materials incorporated by reference.
We have made no change to the supplemental NPRM in this regard.
Request To Clarify Reason for the Unsafe Condition
Boeing asked that we clarify the reason for the unsafe condition
identified in the previous NPRM (73 FR 32252, June 6, 2008). Boeing
asked that the AD include the results from a report of in-service
occurrences of loss of fuel system suction feed capability on one
engine, due to two in-service engine flameout events on a Model 737-400
airplane while operating on suction feed with undetected air leak
failures. Boeing stated that there are no known reports of any engine
flameout related to events on Model 767 airplanes. Boeing acknowledged
that undetected air leaks could exist and that this maintenance
procedure is a proactive measure to ensure engine flameout will not
occur during suction feed operation.
We agree to clarify the unsafe condition. We have revised the
Summary section and paragraph (e) of this supplemental NPRM
accordingly.
[[Page 46534]]
Requests for Changes To Certain Maintenance Document References
JAL, ANZ, and Boeing asked that we remove the airplane maintenance
manual (AMM) reference to Section 28-22-00 specified in paragraph (f)
of the previous NPRM (73 FR 32252, June 6, 2008). The commenters stated
that the AMM is covered in Boeing 767 Task Card 28-020-02, and noted
that having fewer references included lessens the chance of errors.
We acknowledge and agree with the commenters concerns regarding the
maintenance documents referenced in the previous NPRM (73 FR 32253,
June 6, 2008). However, these maintenance documents are not FAA-
approved and we do not have the publication controls associated with
AD-related service documents. We do not agree with the requested
changes because we have decided to mandate an FAA-approved document
which should eliminate these concerns. We changed paragraph (f) of the
previous NPRM (paragraph (g) in this supplemental NPRM) to require
revising the maintenance program to incorporate new procedures into the
maintenance documents.
Requests To Extend Repetitive Test Intervals
CAL and Air Canada asked that we extend the repetitive operational
test interval specified in paragraph (f) of the previous NPRM (73 FR
32252, June 6, 2008).
CAL stated that a re-evaluation of the proposed repetitive interval
limit after doing the initial inspection should be done, since CAL's
service history has revealed no reported engine flameout events or
related operational discrepancies. CAL asked that the repetitive
interval be extended to a normal maintenance 2C-check or within 12,000
flight hours, whichever occurs first.
Air Canada asked that the repetitive interval be extended to a
calendar time of 24 months. Air Canada does not understand the logic
behind a repetitive frequency of 7,500 flight hours.
We do not agree with the requests that the repetitive intervals be
extended. In developing an appropriate compliance time for the actions
specified in paragraph (g) of this supplemental NPRM (paragraph (f) of
the previous NPRM (73 FR 32252, June 6, 2008)), we considered the
safety implications and normal maintenance schedules for the timely
accomplishment of the specified actions. We have determined that the
proposed compliance time will ensure an acceptable level of safety and
allow the actions to be done during scheduled maintenance intervals for
most affected operators. However, affected operators may request an
AMOC to request an extension of the repetitive operational test
interval under the provisions of paragraph (h) of this supplemental
NPRM by submitting data substantiating that the change would provide an
acceptable level of safety. We have not changed the supplemental NPRM
in this regard.
Request To Clarify That Engine Fuel Suction Feed Test Is Allowed in
Lieu of the Operational Test
JAL asked that we clarify that the engine fuel suction feed test
procedure in the Boeing 767 Maintenance Planning Data (MPD) document is
an option for performing the operational test in the previous NPRM (73
FR 32252, June 6, 2008). JAL asked that we consider adding the pressure
leak check of the fuel lines and fittings procedure as an alternative
procedure to performing the operational test specified in Section 28-
22-00 of the Boeing 767 Aircraft Maintenance Manual (AMM).
We agree to provide clarification. The pressure leak check is not
equivalent to the operational test (Task 28-22-00-710-802) since
certain fuel line seal details may function normally under positive
pressure, but fail to hold in-line vacuum when under fuel suction feed.
Additionally, a fuel suction feed test would be required after
reconnecting the fuel line to the manifold to verify final system
integrity. Therefore, we have not changed the supplemental NPRM in this
regard.
Request To Include Warning Information
CAL suggested that the Boeing service manuals include a critical
design configuration control limitation (CDCCL) warning identification
statement to alert maintenance personnel of the importance of
regulatory compliance, as well as the configuration control
requirement. CAL did not include any justification for this request.
We agree that a CDCCL warning statement would serve as direct
communication to maintenance personnel that there is an AD associated
with certain maintenance actions. New service information has been
added to this supplemental NPRM since issuance of the previous NPRM (73
FR 32252, June 6, 2008), which should eliminate the commenter's
concern. The airplane maintenance manual will be a ``referred to''
document within the AWL task, which gives operators flexibility in
developing maintenance programs based on equivalent procedures. We have
made no change to the supplemental NPRM in this regard.
Request To Include Corrective Action
CAL asked that the related testing language specified in paragraph
(f) of the previous NPRM (73 FR 32252, June 6, 2008) be changed. CAL
stated that the language should specify correcting discrepancies before
further flight if the engine fails the operational test. CAL added that
the corrective actions should be done in accordance with the procedures
in the ``Right (Left) Engine Fails the Suction Feed Test'' procedure in
the Boeing 767 Fault Isolation Manual (FIM) 28-22-00/101.
We acknowledge and agree with the commenters concern. However, as
stated previously, we are issuing this supplemental NPRM to revise the
maintenance program to incorporate a revision to the Airworthiness
Limitations Section of the MPD document to include the ``Engine Fuel
Suction Feed Operational Test'' procedure. Therefore, the language
identified by the commenter has been removed from this supplemental
NPRM. We have made no change to the supplemental NPRM in this regard.
FAA's Determination
We are proposing this supplemental NPRM because we evaluated all
the relevant information and determined the unsafe condition described
previously is likely to exist or develop in other products of the same
type design. Certain changes described above expand the scope of the
previous NPRM (73 FR 32252, June 6, 2008). As a result, we have
determined that it is necessary to reopen the comment period to provide
additional opportunity for the public to comment on this supplemental
NPRM.
Proposed Requirements of the Supplemental NPRM
This supplemental NPRM revises the previous NPRM (73 FR 32252, June
6, 2008) by proposing to remove the actions in paragraph (f) of the
previous NPRM and replace with a revision to the maintenance program to
incorporate procedures for the Engine Fuel Suction Feed Operational
Test Airworthiness Limitations Section of the MPD document, and to
remove airplanes from the applicability.
This AD requires revisions to certain operator maintenance
documents to include new actions (e.g., inspections) and/or CDCCLs.
Compliance with these actions and/or CDCCLs is required by 14 CFR
91.403(c). For airplanes that have been previously modified, altered,
or repaired in the areas addressed by this
[[Page 46535]]
AD, the operator may not be able to accomplish the actions described in
the revisions. In this situation, to comply with 14 CFR 91.403(c), the
operator must request approval for an alternative method of compliance
according to paragraph (i)(1) of this AD. The request should include a
description of changes to the required actions that will ensure the
continued operational safety of the airplane.
Costs of Compliance
We estimate that this proposed AD affects 406 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Revise airworthiness limitations.... 1 work-hour x $85 per $0 $85 $34,510
hour = $85.
----------------------------------------------------------------------------------------------------------------
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
We determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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 airworthiness
directive (AD):
The Boeing Company: Docket No. FAA-2008-0616; Directorate Identifier
2007-NM-353-AD.
(a) Comments Due Date
We must receive comments by September 16, 2013.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 767-200, -300, -
300F, and -400ER series airplanes, certificated in any category,
that have received a certificate of airworthiness or foreign export
before November 2, 2012.
Note 1 to paragraph (c) of this AD: November 2, 2012, is the
original publication date of Section 9, Airworthiness Limitations
(AWLs) and Certification Maintenance Requirements (CMRs), D622T001-
9, Revision October 2012, of the Boeing 767 Maintenance Planning
Data (MPD) Document, or Revision January 2013 of the Boeing 767
Maintenance Planning Data (MPD) Document; including Airworthiness
Limitations (AWLS)--Fuel Systems of Airworthiness Limitation (AWL)
No. 28-AWL-101, Engine Fuel Suction Feed Operational Test.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 2800, Aircraft Fuel System.
(e) Unsafe Condition
This AD results from reports of two in-service occurrences on
Model 737-400 airplanes of total loss of boost pump pressure of the
fuel feed system, followed by loss of fuel system suction feed
capability on one engine, and in-flight shutdown of the engine. We
are issuing this AD to detect and correct failure of the engine fuel
suction feed capability of the fuel system, which could result in
dual engine flameout, inability to restart the engines, and
consequent forced landing of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Maintenance Program Revision
Within 90 days after the effective date of this AD: Revise the
maintenance program to incorporate AWL No. 28-AWL-101, Engine Fuel
Suction Feed Operational Test, of Section E., AWLS--Fuel Systems of
Section 9, AWLs and CMRs, D622T001-9, Revision October 2012 or
Revision January 2013, of the Boeing 767 MPD Document.
(h) No Alternative Actions, Intervals, and/or Critical Design
Configuration Control Limitations (CDCCLs)
After accomplishing the revision required by paragraph (g) of
this AD, no alternative actions (e.g., tests), intervals, or CDCCLs
may be used unless the actions, intervals, or CDCCLs are approved as
an alternative method of compliance (AMOC) in accordance with the
procedures specified in paragraph (i) of this AD.
(i) Alternative Methods of Compliance (AMOCs)
(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. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in the Related Information
section of this AD. Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
[[Page 46536]]
of the local flight standards district office/certificate holding
district office.
(j) Related Information
(1) For more information about this AD, contact Sue Lucier,
Aerospace Engineer, Propulsion Branch, ANM-140S, 1601 Lind Avenue
SW., Renton, Washington 98057-3352; phone: 425-917-6438; fax: 425-
917-6590; email: suzanne.lucier@faa.gov.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5280; Internet https://www.myboeingfleet.com. You may review copies of the referenced
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.
Issued in Renton, Washington, on July 21, 2013.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-18511 Filed 7-31-13; 8:45 am]
BILLING CODE 4910-13-P