[Federal Register Volume 76, Number 45 (Tuesday, March 8, 2011)]
[Proposed Rules]
[Pages 12634-12643]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-5156]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-28661; Directorate Identifier 2007-NM-013-AD]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Model 737-600, -700, 
-700C, -800, and -900 Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of 
comment period.

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SUMMARY: We are revising an earlier proposed airworthiness directive 
(AD) for the products listed above. That NPRM proposed to require 
installation of an automatic shutoff system for the center tank fuel 
boost pumps, installation of a placard in the airplane flight deck if 
necessary, and concurrent modification of the P5-2 fuel control module 
assembly. That NPRM also proposed to require revisions to the 
Limitations and Normal Procedures sections of the airplane flight 
manual to advise the flightcrew of certain operating restrictions for 
airplanes equipped with an automated center tank fuel pump shutoff 
control. Additionally, that NPRM proposed to require a revision to the 
Airworthiness Limitations (AWL) section of the Instructions for 
Continued Airworthiness (ICA) to incorporate AWL No. 28-AWL-19 and No. 
28-AWL-23. That NPRM further proposed to require installation of a 
secondary control relay for the electrical control circuit of each of 
the two center tank fuel boost pumps. That NPRM was prompted by fuel 
system reviews conducted by the manufacturer. This action revises that 
NPRM by adding airplanes, adding additional operational testing of the 
automatic shutoff system for certain airplanes, removing the 
requirement for incorporating AWL No. 28-AWL-19 into the AWL section of 
the ICA, and adding an option of installation and maintenance of 
universal fault interrupters using a certain supplemental type 
certificate. We are proposing this supplemental NPRM to prevent center 
tank fuel pump operation with continuous low pressure, which could lead 
to friction sparks or overheating in the fuel pump inlet that could 
create a potential ignition source inside the center fuel tank. These 
conditions, in combination with flammable fuel vapors, could result in 
a center fuel tank explosion and consequent loss of the airplane. Since 
these actions impose an additional burden over those proposed in the 
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 April 4, 
2011.

ADDRESSES: You may send comments by any of the following methods:
    <bullet> Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
    <bullet> Fax: 202-493-2251.
    <bullet> 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.
    <bullet> 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 <a href="/cdn-cgi/l/email-protection#88e5eda6eae7edebe7e5c8eae7ede1e6efa6ebe7e5"><span class="__cf_email__" data-cfemail="6b060e4509040e0804062b09040e02050c45080406">[email protected]</span></a>; 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 http://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: Tak Kobayashi, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98057-3356; phone: 
(425) 917-6499; fax: (425) 917-6590; e-mail: 
<a href="/cdn-cgi/l/email-protection#0551646e646d6c76642b4e6a67647c64766d6c456364642b626a73"><span class="__cf_email__" data-cfemail="3662575d575e5f4557187d5954574f57455e5f7650575718515940">[email protected]</span></a>.

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-2007-
28661; Directorate Identifier 2007-NM-013-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 proposed AD because of those comments.
    We will post all comments we receive, without change, to http://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 
airworthiness directive (AD) that would apply to certain Model 737-600, 
-700, -700C, -800, and -900 series airplanes. That NPRM published in 
the Federal Register on July 10, 2007 (72 FR 37479). That NPRM proposed 
to require installation of an automatic shutoff system for the center 
tank fuel boost pumps, installation of a placard in the airplane flight 
deck if necessary, and concurrent modification of the P5-2 fuel control 
module assembly. That NPRM proposed to require revisions to the 
Limitations and Normal Procedures sections of the airplane flight 
manual to advise the flightcrew of certain operating restrictions for 
airplanes equipped with an automated center tank fuel pump shutoff 
control. Additionally, that NPRM proposed to require a revision to the 
Airworthiness Limitations (AWL) section of the Instructions for 
Continued Airworthiness (ICA) to incorporate AWL No. 28-AWL-19 and No. 
28-AWL-23. That NPRM also proposed to require installation of a 
secondary control relay for the electrical control circuit of each of 
the two center tank fuel boost pumps.

[[Page 12635]]

Actions Since Previous NPRM Was Issued

    Since we issued the previous NPRM, we received a report of failure 
of the left-hand fuel pump of the center wing tank (CWT) to shut off 
after being selected ``OFF'' by the flightcrew during flight on a Model 
737-700 airplane. Subsequent to that report, the failure was found on 
two additional airplanes. Information indicated that the autoshutoff 
system appeared to function normally; however, when the flightcrew 
manually turned off the CWT pump switches, that action turned off the 
right-hand pump, but re-energized the left-hand pump due to incorrect 
wiring. The low-pressure lights turned off, incorrectly indicating to 
the flightcrew that power to both pumps had been removed. The failure 
condition results in continual running of the left-hand fuel pump 
without indication to the flightcrew, which could lead to localized 
overheating of parts inside the fuel pump, and which could produce an 
ignition source inside the fuel tank.
    Investigation revealed that incorrect wiring could occur on 
airplanes on which an autoshutoff system was installed in accordance 
with Boeing Alert Service Bulletin 737-28A1206, dated January 11, 2006; 
or Revision 1, dated January 30, 2008. Functional tests conducted in 
accordance with Boeing Alert Service Bulletin 737-28A1206, dated 
January 11, 2006; or Revision 1, dated January 30, 2008; alone are not 
adequate to detect the incorrect wiring condition.
    As a result, on November 18, 2008, we issued emergency AD 2008-24-
51, 39-15781, for Model 737-600, -700, -700C, -800, and -900 series 
airplanes to prevent extended dry-running of the fuel pump. (That AD 
published in the Federal Register on February 24, 2009 (74 FR 8155)). 
That AD requires accomplishing a wiring test of the autoshutoff system 
to verify continuity and a visual verification that the wiring is 
correctly installed; doing corrective actions, if necessary; and doing 
a functional test of the autoshutoff system, and applicable maintenance 
actions.
    The preamble to AD 2008-24-51 explains that we consider the 
requirements of that AD ``interim action.'' We did not require the 
corrective actions provided in AD 2008-24-51 to be accomplished on 
airplanes for which the power-failed ``ON'' (i.e., uncommanded pump 
''ON'') protection system was installed in accordance with Boeing Alert 
Service Bulletin 737-28A1248, dated December 21, 2006, or Revision 1, 
dated January 9, 2008; however, we were considering further rulemaking 
that might require additional testing for those airplanes. We now have 
determined that additional testing, which has been incorporated into 
Boeing Alert Service Bulletin 737-28-1206, Revision 2, dated May 21, 
2009 (described in the Relevant Service Information section of this 
supplemental NPRM), must be accomplished. This supplemental NPRM 
follows from that determination.
    In addition, AD 2008-24-51 provides an optional installation of the 
power failed `ON' protection system for the center tank fuel boost pump 
in accordance with Boeing Alert Service Bulletin 737-28A1248, dated 
December 21, 2006; or Revision 1, dated January 9, 2008. That AD states 
that the optional installation terminates the automatic shutoff system 
wiring test required by paragraphs (f) and (g) of AD 2008-24-51.
    Since we issued that AD, we have determined that installation of 
that protection system does not correct potential incorrect wiring that 
could exist on airplanes on which an autoshutoff system was installed 
in accordance with Boeing Alert Service Bulletin 737-28A1206, dated 
January 11, 2006; or Revision 1, dated January 30, 2008. Therefore, we 
have revised the proposed actions specified in this supplemental NPRM 
to require accomplishment of Boeing Alert Service Bulletin 737-28A1206, 
Revision 2, dated May 21, 2009.
    However, we have also added new paragraph (r) to this supplemental 
NPRM to allow accomplishment of Boeing Alert Service Bulletin 737-
28A1206, dated January 11, 2006; or Revision 1, dated January 30, 2008; 
as acceptable for compliance with the corresponding actions specified 
in paragraph (g) of this supplemental NPRM, provided one of the 
following actions has been accomplished: (1) The procedures specified 
in paragraph (f) of AD 2008-24-51, or (2) the actions specified in Part 
3 of the Accomplishment Instructions of Boeing Alert Service Bulletin 
737-28A1206, Revision 2, dated May 21, 2009.

Relevant Service Information

    Since we issued the original NPRM, Boeing has issued Alert Service 
Bulletin 737-28A1206, Revision 2, dated May 21, 2009; and Alert Service 
Bulletin 737-28A1248, Revision 2, dated August 28, 2009. In the 
original NPRM, we referred to Boeing Alert Service Bulletin 737-
28A1206, dated January 11, 2006, as the appropriate source of service 
information for installing the automatic shutoff system, and to Boeing 
Alert Service Bulletin 737-28A1248, dated December 21, 2006, as the 
appropriate source of service information for installing the secondary 
pump control relays.
    Boeing Alert Service Bulletin 737-28A1206, Revision 2, among other 
changes, introduces new operational tests in Part 3 of the Work 
Instructions for airplanes that have incorporated Boeing Alert Service 
Bulletin 737-28A1206, dated January 11, 2006; or Revision 1, dated 
January 30, 2008; but have not accomplished paragraph (f) of AD 2008-
24-51. Boeing Alert Service Bulletin 737-28A1206, Revision 2, also 
clarifies instructions and incorporates additional operational tests to 
ensure the system is installed properly for new installations.
    The actions specified in Boeing Alert Service Bulletin 737-28A1248, 
Revision 2, are essentially the same as the actions specified in Boeing 
Alert Service Bulletin 737-28A1248, dated December 21, 2006 (referred 
to in the original NPRM), although certain illustrations showing the 
location of certain connectors have been corrected.
    We have revised this supplemental NPRM to refer to Boeing Alert 
Service Bulletin 737-28A1206, Revision 2; and Boeing Alert Service 
Bulletin 737-28A1248, Revision 2.
    We have also added a new paragraph (q) to this supplemental NPRM 
specifying that accomplishing the actions in accordance with Boeing 
Alert Service Bulletin 737-28A1248, dated December 21, 2006; or Boeing 
Alert Service Bulletin 737-28A1248, Revision 1, dated January 9, 2008; 
before the effective date of the AD is acceptable for compliance with 
the proposed requirements of paragraph (j) (specified as paragraph (l) 
of the original NPRM) of this supplemental NPRM.
    Boeing Alert Service Bulletin 737-28A1206, Revision 2, dated May 
21, 2009, refers to Boeing Component Service Bulletin 233A3202-28-03, 
dated January 12, 2006, as an additional source of guidance for 
replacing the left and right center boost pump switches, and changing 
the wiring, of the P5-2 fuel control module assembly.
    Boeing has issued Service Bulletin Information Notice 737-28A1206 
IN 05, dated October 7, 2010, to inform operators of the following 
items:
    <bullet> Sheet 2 of 4 of Figure 11 of Boeing Alert Service Bulletin 
737-28A1206, Revision 2, dated May 21, 2009, was inadvertently replaced 
with Sheet 2 of 4 of Figure 11 from Boeing Alert Service Bulletin 737-
28A1206, dated January 11, 2006. That figure was corrected in Boeing 
Alert Service Bulletin 737-28A1206, Revision 1, dated January 30,

[[Page 12636]]

2008, and did not need to be changed in Boeing Alert Service Bulletin 
737-28A1206, Revision 2, dated May 21, 2009. We have added Figure 1 in 
this supplemental NPRM to provide the correct Sheet 2 of 4 of Figure 
11.
    <bullet> A typographical error appears in the name of the part in 
the first row of the ``Parts Modified and Reidentified'' table in 
paragraph 2.C.3. of Boeing Alert Service Bulletin 737-28A1206, Revision 
2, dated May 21, 2009.
    Boeing intends to correct these errors in the next revision of 
Boeing Alert Service Bulletin 737-28A1206.

Other Relevant Rulemaking

    On April 29, 2008, we issued AD 2008-10-10, Amendment 39-15516 (73 
FR 25986, May 8, 2008), applicable to certain Model 737-600, -700, -
700C, -800, and -900 series airplanes. On December 23, 2009, that AD 
was revised and reissued as AD 2008-10-10 R1, Amendment 39-16164 (75 FR 
1529, January 12, 2010). AD 2008-10-10 R1 requires revising the 
maintenance program by incorporating new limitations for fuel tank 
systems to satisfy Special Federal Aviation Regulation (SFAR) No. 88 
requirements. That AD also requires an initial inspection to phase in 
certain repetitive AWL inspections, and repair if necessary. That AD 
resulted from a design review of the fuel tank systems. We issued that 
AD to prevent the potential for ignition sources inside fuel tanks 
caused by latent failures, alterations, repairs, or maintenance 
actions, which, in combination with flammable fuel vapors, could result 
in a fuel tank explosion and consequent loss of the airplane.
    We have added a new paragraph (o) to this supplemental NPRM 
specifying that incorporating AWL No. 28-AWL-23 into the maintenance 
program in accordance with paragraph (g)(3) of AD 2008-10-10 R1 
terminates the corresponding action specified in paragraph (k) 
(specified as paragraph (m) of the original NPRM) of this supplemental 
NPRM.

Comments

    We gave the public the opportunity to comment on the previous NPRM. 
The following presents the comments received on the NPRM and the FAA's 
response to each comment.

Support for the NPRM

    AirTran Airways supported the NPRM.

Request To Clarify the Scope of the Original NPRM

    Boeing requested that we add a statement to the Summary section of 
the original NPRM specifying that the original NPRM will not be 
extended to the main wing tanks, as discussed in meetings between 
Boeing and the Seattle Aircraft Certification Office (ACO), FAA. Boeing 
stated that the original emergency AD was based on discrepancies in the 
manufacturing process, and that the original emergency AD was later 
expanded because inspection of in-service units showed that the units 
could possibly overheat in service or during manufacture. Boeing 
further stated that there is no service history of incidents or 
accidents for the main wing tanks on Model 737-600, -700, -700C, -800, 
and -900 series airplanes to support the proposed AD action for main 
tanks as well as center tanks.
    We infer that Boeing is referring to certain fuel pump operating 
restrictions mandated by AD 2002-19-52, Amendment 39-12900 (67 FR 
61253, September 30, 2002), that were later mandated by AD 2002-24-51, 
Amendment 39-12992 (68 FR 10, January 2, 2003), to address an unsafe 
condition pertaining to fuel pump overheating. (AD 2002-19-52 provided 
optional terminating action, which, if accomplished, removed certain 
operating restrictions; AD 2002-24-51 reinstated those operating 
restrictions because the terminating action provided in AD 2002-19-52 
was not effective in eliminating the unsafe condition addressed in AD 
2002-24-51--overheating of parts in the priming and vapor section of 
the fuel pump.) We agree that the requirements of this supplemental 
NPRM will not be expanded to address the main wing tanks because the 
fuel pumps for those tanks should never run dry. Since the Summary 
section of this supplemental NPRM discusses only the center fuel tanks, 
it is not necessary to revise it. Therefore, we have not changed the 
supplemental NPRM in this regard.

Request To Issue Separate ADs

    KLM Royal Dutch Airlines (KLM) requested that we issue separate ADs 
for installation of the automatic shutoff system for the center tank 
fuel boost pumps in accordance with Boeing Alert Service Bulletin 737-
28A1206, and installation of the secondary pump control relays in 
accordance with Boeing Alert Service Bulletin 737-28A1248. KLM stated 
that combining these modifications makes compliance with the original 
NPRM very complex for industry.
    We disagree with issuing separate ADs. Boeing Alert Service 
Bulletin 737-28A1206 and Boeing Alert Service Bulletin 737-28A1248 
address separate parts of the same unsafe condition (the extended dry 
running of the pumps) on the same airplanes. We have not changed the 
supplemental NPRM in this regard.

Request To Clarify Unsafe Condition

    Goodrich Corporation (Goodrich) requested that we provide a clear 
definition of the proposed requirements of the original NPRM regarding 
the pump/airplane operating limitations. Goodrich pointed out that the 
stated purpose of the original NPRM is to ``prevent'' fuel pump 
operation with ``continuous'' low pressure, and that the word 
``prevent'' implies that the fuel pumps should never be operated with 
the inlets uncovered (low pressure). Goodrich stated that it is also 
unclear as to what ``continuous low pressures'' means, and that the 
terms ``prevent'' and ``continuous'' seem to conflict. Goodrich also 
stated that the intent of AD 2002-19-52 and AD 2002-24-51 is to require 
a predetermined fuel mass in the center tank to ensure that the pumps 
will never run dry during operation of an airplane, and that the unsafe 
condition described in the original NPRM seems to conflict with the 
unsafe condition identified in these ADs. Goodrich asked if the pumps 
can run dry for 15 seconds, or if they must be shut off as soon as the 
pump inlets are no longer covered. Goodrich also asked if a momentary 
uncovering of the inlets is acceptable, due to sudden maneuvers or fuel 
slosh.
    We agree to provide clarification. This supplemental NPRM is 
intended to prevent the fuel pumps from continuing to run after the 
tank is empty. The possible ignition source is not dry running by 
itself, but overheating or sparking that could occur when the pump 
components are no longer bathed in fuel. Boeing and Hydro-Aire 
conducted testing that showed the pumps can run at a low pressure 
condition for significantly longer than 15 continuous seconds without 
leading to overheating or sparking. Momentary uncovering of the pumps 
for less than 15 continuous seconds is safe and allowing 15 seconds of 
continuous pump low-pressure conditions prevents pumps from 
automatically shutting off during maneuvering or sloshing, which would 
create unnecessary pilot workload. No change to the supplemental NPRM 
is necessary in this regard.


[[Page 12637]]



Request To Revise the Unsafe Condition

    Boeing requested that we clarify the unsafe condition specified in 
the Summary section and in paragraph (d) of the original NPRM 
(specified as paragraph (e) of this supplemental NPRM). Boeing stated 
that the unsafe condition is indicated continuous low pressure when the 
pump is operated with no fuel available to its inlet, not pump 
operation with the inlet covered with fuel. Boeing suggested using the 
following statement:

    We are proposing this AD to prevent center tank fuel pump 
operation with continuous low pressure (with no fuel passing through 
the pump), which could lead to friction sparks or overheating in the 
fuel pump inlet that could create a potential ignition source inside 
the center fuel tank. These conditions, in combination with 
flammable fuel vapors, could result in a center fuel tank explosion 
and consequent loss of the airplane.

    We agree that the unsafe condition is present only when there is no 
fuel available to cover the pump inlet. However, the continuous low 
pressure condition indicates that the fuel pump inlet may be uncovered, 
which could result in extended dry running of the fuel pump and 
possible overheating or sparking. The automatic shutoff system is 
designed to prevent fuel pump operation with continuous low pressure, 
and it is not dependent on whether fuel is still passing through the 
pump. Therefore, we have not added the phrase ``with no fuel passing 
through the pump'' to this supplemental NPRM. We have, however, 
reworded the summary section and paragraph (e) of this supplemental 
NPRM slightly to specify ``* * * overheating in the fuel pump inlet 
that could create a potential ignition source. * * *''

Request to Revise Estimated Costs

    The Air Transport Association (ATA), on behalf of its member Delta 
Air Lines (DAL), stated that it disagrees with the cost estimates 
proposed in the original NPRM because the costs do not include the time 
required to accomplish the initial and repetitive AWL inspections.
    We infer that the commenters request we revise the Estimated Costs 
table in this supplemental NPRM to reflect the cost of accomplishing 
the initial and repetitive AWL inspections. We disagree, since the 
initial and repetitive AWL inspections are not directly required by 
this supplemental NPRM. The cost information provided in this 
supplemental NPRM describes only the direct costs of the specific 
actions proposed by this supplemental NPRM. This supplemental NPRM 
requires only revising the maintenance program to incorporate the AWL 
inspections, and provides a compliance time to phase in the initial 
actions. Section 91.403(c) of the Federal Aviation Regulations (14 CFR 
91.403(c)) requires the inspections once the maintenance program is 
changed. Therefore, we have not changed this supplemental NPRM in this 
regard.

Request To Add Terminating Action

    TDG Aerospace, Inc. (TDG) stated that it is currently certifying 
its universal fault interrupter (UFI) technology for use on Model 737-
600, -700, -700C, -800, and -900 series airplanes. TDG, therefore, 
requested that we revise the original NPRM to allow the installation of 
its UFI as a means of compliance with the proposed requirements of the 
original NPRM, if the UFI is approved prior to issuance of the final 
rule. TDG also stated that the same UFI hardware has already been 
approved under Supplemental Type Certificate (STC) ST01950LA for Model 
757-200 and -300 series airplanes. TDG noted that AD 2008-11-07, 
Amendment 39-15529 (73 FR 30755, May 29, 2008), presently incorporates 
TDG's UFI under STC ST01950LA as an approved alternative method of 
compliance with certain requirements of that AD.
    We agree. Since the issuance of the original NPRM, we have 
evaluated STC ST02076LA and have determined that installing and 
maintaining TDG Aerospace UFIs in accordance with that STC would also 
address the unsafe condition addressed in this supplemental NPRM for 
Model 737-600, -700, -700C, -800, and -900 series airplanes. Therefore, 
we have added paragraph (s) to this supplemental NPRM to allow 
installation of STC ST02076LA as a terminating action for paragraphs 
(g) through (k) of this supplemental NPRM.

Request To Clarify the Applicability of the Original NPRM

    Boeing requested that we clarify that the original NPRM would not 
apply to Model 737-100, -200, -200C, -300, -400, and -500 series 
airplanes (Model 737 classics). Boeing stated that the ``FAA's 
Determination and Requirements of the Proposed AD'' section of the 
original NPRM discusses the installation of a placard for mixed fleet 
operations. (In the original NPRM, we stated that placards are 
necessary only for ``mixed fleet operation,'' which means that some 
airplanes in an operator's fleet are equipped with automatic shutoff 
systems while other airplanes are not.) Boeing pointed out that, for 
many operators, this includes operation of 737 Classic models that are 
not affected by this supplemental NPRM. Boeing stated that we need to 
clarify that the placard would be required only on Model 737-600, -700, 
-700C, -800, and -900 series airplanes (Model 737 Next Generation 
airplanes).
    We agree that placard installation is required only for mixed fleet 
operation of Model 737 Next Generation airplanes. Paragraph (c) of this 
supplemental NPRM clearly states that this supplemental NPRM applies to 
Model 737-600, -700, -700C, -800, and -900 series airplanes. Therefore, 
we have not changed the supplemental NPRM in this regard.

Request To Incorporate Latest Service Information

    Boeing requested that we revise paragraphs (f)(1) and (f)(3) of the 
original NPRM to account for the information notices against the 
service bulletins referred to in the original NPRM. Boeing, AirTran 
Airways, and the ATA, on behalf of its member DAL, noted that both 
Boeing Alert Service Bulletin 737-28A1206, dated January 11, 2006; and 
Boeing Alert Service Bulletin 737-28A1248, dated December 21, 2006; 
have had information notices issued against them since the original 
NPRM was issued. DAL notes that the information notices specify that 
they are not FAA-approved and are not intended to be used as the basis 
for deviation from the approved service bulletins. However, in the 
absence of revisions to the service bulletins, DAL believed that the AD 
should include the information in these information notices.
    We do not agree to include information notices in this supplemental 
NPRM. As DAL notes, information notices are not FAA-approved. 
Therefore, it is inappropriate to refer to an information notice in an 
AD action. However, we removed the ``Service Information References'' 
paragraph from this supplemental NPRM. That paragraph was identified as 
paragraph (f) in the original NPRM. Instead, we have provided the full 
service document citations throughout this supplemental NPRM. We have 
reidentified subsequent paragraphs accordingly.

Request To Extend Compliance Time

    KLM and the ATA, on behalf of its member American Airlines, 
requested that we extend the compliance time specified in paragraph (g) 
of the original NPRM from 36 months to 72 months to align with their 
heavy maintenance programs. KLM estimated that the proposed 
modification will take between 250 and 300 work hours. The commenters 
stated that the modification will also require extensive ``power off

[[Page 12638]]

A/C time,'' and that the only scheduled maintenance that can 
accommodate this modification is a heavy maintenance check (4C-check), 
which is scheduled every 72 months by most operators. KLM stated that 
the proposed 36-month compliance time will force operators to 
accomplish the modification in an extended light C-check, adding 2-3 
days of ground time. The commenters also stated that the proposed 
compliance time will have a substantial impact on operators, requiring 
special scheduling and out-of-service time. KLM is convinced that the 
compliance time can be extended safely, while operating under the 
condition of AD 2002-24-51 (i.e., maintaining the wet shutoff of the 
fuel pumps).
    We disagree with extending the compliance time proposed in the 
original NPRM. In developing an appropriate compliance time for this 
action, we considered the urgency associated with the subject unsafe 
condition and the practical aspect of accomplishing the required 
modification within a period of time that corresponds to the normal 
scheduled maintenance for most affected operators. In consideration of 
these items, in addition to the unsafe condition being suspected as the 
cause of fuel tank explosions in 1991 and 2001, we have determined that 
a 36-month compliance time is necessary to ensure an acceptable level 
of safety. However, according to the provisions of paragraph (t) of 
this supplemental NPRM, we may approve requests to adjust the 
compliance time if the requests include data substantiating that the 
new compliance time would provide an acceptable level of safety. We 
have not changed the supplemental NPRM in this regard.

Request To Allow Use of Existing Alternative Methods of Compliance 
(AMOC)

    Boeing requested that we revise the original NPRM to specify that 
operators may continue using the procedures specified in AD 2002-19-52 
and AD 2002-24-51, or the procedures approved as an AMOC for paragraph 
(b) of AD 2002-24-51 by FAA Approval Letter 140S-03-189, dated June 30, 
2003, until an operator has inspected all center tank fuel pumps and 
modified all airplanes in its fleet. As justification, Boeing stated 
that the AMOC has already been accepted as a valid means of fulfilling 
the intent of the original NPRM pending hardware installation.
    We agree that the procedures specified in AD 2002-24-51, or the 
procedures approved by FAA Approval Letter 140S-03-189 as an AMOC to AD 
2002-24-51, continue to be acceptable until all airplanes in an 
operator's fleet are in compliance with all the proposed requirements 
of this supplemental NPRM.
    It should be noted that, although AD 2002-24-51 and AD 2002-19-52 
require identical airplane flight manual (AFM) procedures, the unsafe 
conditions addressed by those ADs are not the same. This supplemental 
NPRM does not address the unsafe condition addressed by AD 2002-19-52; 
therefore, it is inappropriate to include alternative procedures for 
that AD in this supplemental NPRM. We have made no change to the 
supplemental NPRM in this regard.

Request To Revise the AFM Instructions

    Boeing requested that we revise the original NPRM as follows, in 
order to match the current AFM instructions: (1) Add the title ``Center 
Tank Fuel Pumps'' to the limitation in paragraph (j)(1) of the original 
NPRM (specified as paragraph (i)(3) of this supplemental NPRM), and (2) 
change ``900 kilograms'' to ``907 kilograms'' in the fifth paragraph 
under the heading ``Defueling and Fuel Transfer'' in paragraph (j)(2) 
of the original NPRM (specified as paragraph (i)(4) of this 
supplemental NPRM). Boeing also requested that we replace the words 
``main tanks'' with ``center tank'' in the third paragraph under the 
heading ``Defueling and Fuel Transfer'' in paragraph (j)(2) of the 
original NPRM, in order to correct a typographical error.
    For accuracy, we agree with the wording changes provided by Boeing. 
We have revised paragraphs (i)(3) and (i)(4) of this supplemental NPRM 
accordingly.

Request To Clarify Requirement for Installing Secondary Control Relays

    Boeing requested that we revise the original NPRM to clarify that 
only one additional secondary control relay must be added to each 
center tank boost pump control system. Boeing stated that the wording 
in Boeing Alert Service Bulletin 737-28A1248, dated December 21, 2006, 
which we referred to in the original NPRM, is incorrect. Boeing also 
stated that the word ``override'' should not be used--in order to 
maintain consistency with Boeing Alert Service Bulletin 737-28A1206 and 
the nomenclature on the cockpit P5-2 fuel control panel. Boeing also 
stated that the clarification will be included when Boeing Alert 
Service Bulletin 737-28A1248 is revised. Boeing requested that the 
clarification be included in the ``Summary,'' ``Relevant Service 
Information,'' and ``FAA's Determination and Requirements of the 
Proposed AD,'' sections and paragraphs (l) and (m) of the original NPRM 
(paragraphs (j) and (k) of this supplemental NPRM).
    We agree to revise the Summary section and paragraphs (j) and (k) 
of this supplemental NPRM (paragraphs (l) and (m) of the original NPRM) 
accordingly, for the stated reasons. We have not revised certain other 
sections of the original NPRM that Boeing referred to because, although 
those sections do appear in this supplemental NPRM, the text of those 
sections has been revised to reflect information new or specific to the 
supplemental NPRM, and no longer contains the text referred to by 
Boeing.

Request To Delete AWL Revision Requirements From the Original NPRM

    KLM and the ATA, on behalf of its member DAL, requested that we 
remove the proposed requirements from the original NPRM to incorporate 
AWL No. 28-AWL-19 and No. 28-AWL-23 into the AWL of the ICA. The 
commenters noted that we issued an NPRM (Docket No. FAA-2007-28384, 
Directorate Identifier 2006-NM-165-AD) that proposed to require 
revising the AWL section of the ICA to incorporate the AWL in 
Subsection F of the Boeing 737-600/700/700C/700IGW/800/900 Maintenance 
Planning Data (MPD) Document, D626A001-CMR, Revision March 2006. (As 
explained previously, on April 29, 2008, we issued AD 2008-10-10 
mandating that NPRM.) The commenters stated that the original NPRM 
appears to duplicate the requirements to incorporate AWLs No. 28-AWL-19 
and No. 28-AWL-23 into the AWL of the ICA provided in AD 2008-10-10 R1, 
and that it is more appropriate to require those AWLs in AD 2008-10-10 
R1 rather than the newly proposed action.
    From the commenters' request and statements, we infer that the 
commenters requested we delete paragraphs (k) and (m) of the original 
NPRM (paragraph (k) of this supplemental NPRM). We partially agree.
    We agree to delete paragraph (k) of the original NPRM from this 
supplemental NPRM because the incorporation of AWL No. 28-AWL-19 is 
currently required by AD 2008-10-10 R1, as pointed out by the 
commenters. We do not agree to remove paragraph (m) of the original 
NPRM (paragraph (k) of this supplemental NPRM), because the 
incorporation of AWL No. 28-AWL-23 is optional in AD 2008-10-10 R1, and 
therefore that AWL may not have been incorporated into operators' 
maintenance programs.

[[Page 12639]]

    We also have added a new paragraph (o) to this supplemental NPRM 
specifying that incorporating AWL No. 28-AWL-23 into the maintenance 
program in accordance with paragraph (g)(3) of AD 2008-10-10 R1 
terminates the corresponding actions required by paragraph (k) of this 
supplemental NPRM. No further change to the supplemental NPRM is 
necessary in this regard.

Explanation of Additional Changes Made to This Supplemental NPRM

    We have revised this supplemental NPRM in the following ways:
    <bullet> We have revised this supplemental NPRM to identify the 
legal name of the manufacturer as published in the most recent type 
certificate data sheet for the affected airplane models.
    <bullet> We revised Note 1 of this supplemental NPRM to clarify 
that requests for approval of an AMOC with the proposed requirements of 
this supplemental NPRM should include a description of changes to the 
required inspections that will ensure the continued operational safety 
of the airplane.
    <bullet> We added a new paragraph (d) to this supplemental NPRM to 
provide the Air Transport Association (ATA) of America subject code 28, 
Fuel. This code is added to make this supplemental NPRM parallel with 
other new AD actions. We have reidentified subsequent paragraphs 
accordingly.
    <bullet> We added a new Note 2 in this supplemental NPRM to explain 
that Boeing Alert Service Bulletin 747-28A1206, Revision 2, dated May 
21, 2009, refers to Boeing Component Service Bulletin 233A3202-28-03, 
dated January 12, 2006, as an additional source of guidance for 
replacing the left and right center boost pump switches with new 
switches and changing the wiring of the P5-2 fuel control module 
assembly.
    <bullet> We revised paragraph (h) in this supplemental NPRM to 
remove the statement indicating that installing a placard in accordance 
with paragraph (c) of AD 2002-19-52 is acceptable for the compliance 
with the requirements of paragraph (h) of this supplemental NPRM. This 
change was made to eliminate confusion between the requirements of this 
supplemental NPRM and AD 2002-19-52.
    <bullet> We added a new Note 3 in this supplemental NPRM to clarify 
that the AFM limitations required by AD 2002-19-52 continue to be 
required until the optional terminating actions specified in paragraph 
(g) of that AD are accomplished.
    <bullet> We removed paragraph (i) of the original NPRM from this 
supplemental NPRM. That paragraph would have required operators to 
modify the P5-2 fuel control module assembly in accordance with Boeing 
Component Service Bulletin 233A3202-28-03, dated January 12, 2006. 
However, operators have the option to obtain modified P5-2 assemblies 
from the supplier, instead of making modifications by themselves. The 
action we intend to require is the replacement of the P5-2 fuel control 
module assembly having certain part numbers with the modified P5-2 
assembly having new part numbers. Because that action is already 
provided in the Accomplishment Instructions of Boeing Alert Service 
Bulletin 737-28A1206, Revision 2, dated May 21, 2009, we have 
determined that paragraph (i) of the original NPRM is not necessary. We 
have also removed the corresponding cost for the concurrent requirement 
proposed in paragraph (i) of the original NPRM from the Costs of 
Compliance section of this supplemental NPRM.
    <bullet> We removed all references to the use of ``later 
revisions'' of the applicable service information from this AD to be 
consistent with FAA and Office of the Federal Register policies. We may 
consider approving the use of later revisions of the service 
information as an AMOC with this AD, as provided by paragraph (t) of 
this AD.
    <bullet> We removed Note 3 of the original NPRM from this 
supplemental NPRM; that note was redundant to Note 2 of the original 
NPRM. Instead, Note 4 of this supplemental NPRM addresses all AFM 
revisions required by this supplemental NPRM.
    <bullet> We have revised paragraph (k) in this supplemental NPRM 
(paragraph (m) of the original NPRM) to require revising the 
maintenance program to include AWL No. 28-AWL-23, instead of revising 
the Airworthiness Limitations section of the Instructions for Continued 
Airworthiness. We have also included an initial compliance time of 1 
year for doing the actions specified in AWL No. 28-AWL-23.
    <bullet> We added a new paragraph (l) in this supplemental NPRM to 
specify that no alternative inspections or inspection intervals may be 
used unless they are approved as an AMOC. Inclusion of this paragraph 
in the supplemental NPRM is intended to ensure that the AD-mandated 
airworthiness limitations changes are treated the same as the 
airworthiness limitations issued with the original type certificate.
    <bullet> We added a new paragraph (p) in this supplemental NPRM to 
specify that accomplishing the actions required by paragraph (g) of 
this supplemental NPRM terminates the requirements of paragraph (f) of 
AD 2008-24-51.

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 these 
same type designs. Certain changes described above expand the scope of 
the original NPRM. 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 would require accomplishing the actions 
specified in the service information described previously.

Explanation of Change to Costs of Compliance

    Since issuance of the original 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 proposed AD affects 685 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

[[Page 12640]]



                                                                     Estimated costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                             Number of U.S.-
               Action                      Labor cost              Parts cost           Cost per product       registered      Cost on U.S.  operators
                                                                                                                airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Installation of the automatic        Between 94 and 117      Between $22,994 and     Between $30,984 and                538  Between $16,669,392 and
 shutoff system (Boeing Alert         (depending on           $30,197 (depending on   $40,142.                                $21,596,396.
 Service Bulletin 737-28A1206).       airplane                airplane
                                      configuration) work-    configuration).
                                      hours x $85 per hour
                                      = Between $7,990 and
                                      $9,945.
Placard installation, if necessary.  1 work-hour x $85 per   $10...................  $95...................             685  $65,075.
                                      hour = $85.
AFM revision.......................  1 work-hour x $85 per   None..................  $85...................             538  $45,730.
                                      hour = $85.
Installation of secondary pump       68 work-hours x $85     $3,274................  $9,054................             685  $6,201,990.
 control relays (Boeing Alert         per hour = $5,780.
 Service Bulletin 737-28A1248).
AWL revision to add 28-AWL-23......  1 work-hour x $85 per   None..................  $85...................             685  $58,225.
                                      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

    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]

    2. The FAA amends Sec.  39.13 by adding the following new 
airworthiness directive (AD):

The Boeing Company: Docket No. FAA-2007-28661; Directorate 
Identifier 2007-NM-013-AD.

Comments Due Date

    (a) We must receive comments by April 4, 2011.

Affected ADs

    (b) Accomplishing certain requirements of this AD terminates 
certain requirements of 2001-08-24, Amendment 39-12201; AD 2002-24-
51, Amendment 39-12992; and AD 2008-24-51, Amendment 39-15781. AD 
2002-19-52, Amendment 39-12900, is affected by this AD.

Applicability

    (c) This AD applies to the airplanes identified in paragraphs 
(c)(1) and (c)(2) of this AD, certificated in any category.
    (1) The Boeing Company Model 737-600, -700, -700C, -800, and -
900 series airplanes identified in Boeing Alert Service Bulletin 
737-28A1206, Revision 2, dated May 21, 2009.
    (2) The Boeing Company Model 737-600, -700, -700C, -800, and -
900 series airplanes identified in Boeing Alert Service Bulletin 
737-28A1248, Revision 2, dated August 28, 2009.

    Note 1:  This AD requires revisions to certain operator 
maintenance documents to include new inspections. Compliance with 
these inspections is required by 14 CFR 91.403(c). For airplanes 
that have been previously modified, altered, or repaired in the 
areas addressed by these inspections, the operator may not be able 
to accomplish the inspections described in the revisions. In this 
situation, to comply with 14 CFR 91.403(c), the operator must 
request approval for an alternative method of compliance (AMOC) 
according to paragraph (t) of this AD. The request should include a 
description of changes to the required inspections that will ensure 
the continued operational safety of the airplane.

Subject

    (d) Joint Aircraft System Component (JASC)/Air Transport 
Association (ATA) of America Code 28, Fuel.

Unsafe Condition

    (e) This AD was prompted by fuel system reviews conducted by the 
manufacturer. We are issuing this AD to prevent center tank fuel 
pump operation with continuous low pressure, which could lead to 
friction sparks or overheating in the fuel pump inlet that could 
create a potential ignition source inside the center fuel tank. 
These conditions, in combination with flammable fuel vapors, could 
result in a center fuel tank explosion and consequent loss of the 
airplane.

Compliance

    (f) Comply with this AD within the compliance times specified, 
unless already done.

Installation of Automatic Shutoff System for the Center Tank Fuel Boost 
Pumps

    (g) For airplanes identified in paragraph 1.A.1. of Boeing Alert 
Service Bulletin 737-28A1206, Revision 2, dated May 21, 2009:

[[Page 12641]]

Within 36 months after the effective date of this AD, install an 
automatic shutoff system for the center tank fuel boost pumps, by 
accomplishing all of the actions specified in Part 1 and Part 2 of 
the Accomplishment Instructions of Boeing Alert Service Bulletin 
737-28A1206, Revision 2, dated May 21, 2009, except that Figure 1 of 
this AD must be used in lieu of Sheet 2 of Figure 11 of Boeing Alert 
Service Bulletin 737-28A1206, Revision 2, dated May 21, 2009. If a 
placard has been previously installed on the airplane in accordance 
with paragraph (h) of this AD, the placard may be removed from the 
flight deck of only that airplane after the automatic shutoff system 
has been installed. Installing automatic shutoff systems on all 
airplanes in an operator's fleet, in accordance with this paragraph, 
terminates the placard installation required by paragraph (h) of 
this AD for all airplanes in an operator's fleet.

    Note 2:  Boeing Alert Service Bulletin 737-28A1206, Revision 2, 
dated May 21, 2009, refers to Boeing Component Service Bulletin 
233A3202-28-03, dated January 12, 2006, as an additional source of 
guidance for replacing the left and right center boost pump switches 
of the P5-2 fuel control module assembly with new switches and 
changing the wiring of the P5-2 fuel control module assembly.

BILLING CODE 4910-13-P
[GRAPHIC] [TIFF OMITTED] TP08MR11.000

BILLING CODE 4910-13-C

[[Page 12642]]

Placard Installation for Mixed Fleet Operation

    (h) Prior to or concurrently with installing an automatic 
shutoff system on any airplane in an operator's fleet, as required 
by paragraph (g) of this AD, install a placard adjacent to the 
pilot's primary flight display on all airplanes in the operator's 
fleet that are not equipped with an automatic shutoff system for the 
center tank fuel boost pumps. The placard must read as follows 
(unless alternative placard wording is approved by an appropriate 
FAA Principal Operations Inspector):
    ``AD 2002-24-51 fuel usage restrictions required.''
    Installing an automatic shutoff system, in accordance with 
paragraph (g) of this AD, terminates the placard installation 
required by this paragraph for only that airplane. Installing 
automatic shutoff systems on all airplanes in an operator's fleet, 
in accordance with paragraph (g) of this AD, terminates the placard 
installation required by this paragraph for all airplanes in an 
operator's fleet. If automatic shutoff systems are installed 
concurrently on all airplanes in an operator's fleet in accordance 
with paragraph (g) of this AD, or if operation according to the fuel 
usage restrictions of AD 2002-24-51 is maintained until automatic 
shutoff systems are installed on all airplanes in an operator's 
fleet, the placard installation specified in this paragraph is not 
required.

Airplane Flight Manual (AFM) Revision

    (i) For airplanes on which Boeing Alert Service Bulletin 737-
28A1206, Revision 2, dated May 21, 2009, has been accomplished: At 
the applicable time specified in paragraph (i)(1) or (i)(2) of this 
AD, do the actions specified in paragraphs (i)(3) and (i)(4) of this 
AD.
    (1) For airplanes on which the terminating action specified in 
paragraph (g) of AD 2002-19-52 has been done: Concurrently with 
accomplishing the actions required by paragraph (g) of this AD.
    (2) For airplanes on which the terminating action specified in 
paragraph (g) of AD 2002-19-52 has not been done: Concurrently with 
accomplishing the terminating action specified in paragraph (g) of 
AD 2002-19-52.
    (3) Revise Section 1 of the Limitations section of the Boeing 
737-600/-700/-700C/-800/-900 AFM to include the following statement. 
This may be done by inserting a copy of this AD into the AFM.

``Center Tank Fuel Pumps

    Intentional dry running of a center tank fuel pump (low pressure 
light illuminated) is prohibited.''

    Note 3: For clarification purposes, the AFM limitations required 
by AD 2002-19-52 continue to be required until the optional 
terminating actions specified in paragraph (g) of AD 2002-19-52 have 
been done.

    (4) Revise Section 3 of the Normal Procedures section of the 
Boeing 737-600/-700/-700C/-800/-900 AFM to include the following 
statements. This may be done by inserting a copy of this AD into the 
AFM. Alternative statements that meet the intent of the following 
requirements may be used if approved by an appropriate FAA Principal 
Operations Inspector.

``CENTER TANK FUEL PUMPS

Alternative Method of Compliance (AMOC) to AD 2001-08-24 and AD 
2002-24-51 for Aircraft with the Automated Center Tank Fuel Pump 
Shutoff

    Center tank fuel pumps must not be ``ON'' unless personnel are 
available in the flight deck to monitor low pressure lights.
    For ground operation, center tank fuel pump switches must not be 
positioned ``ON'' unless the center tank fuel quantity exceeds 1000 
pounds (453 kilograms), except when defueling or transferring fuel. 
Upon positioning the center tank fuel pump switches ``ON'' verify 
momentary illumination of each center tank fuel pump low pressure 
light.
    For ground and flight operations, the corresponding center tank 
fuel pump switch must be positioned ``OFF'' when a center tank fuel 
pump low pressure light illuminates [1]. Both center tank fuel pump 
switches must be positioned ``OFF'' when the first center tank fuel 
pump low pressure light illuminates if the center tank is empty.
    [1] When established in a level flight attitude, both center 
tank pump switches should be positioned ``ON'' again if the center 
tank contains usable fuel.

Defueling and Fuel Transfer

    When transferring fuel or defueling center or main tanks, the 
fuel pump low pressure lights must be monitored and the fuel pumps 
positioned to ``OFF'' at the first indication of the fuel pump low 
pressure [1].
    Defueling the main tanks with passengers on board is prohibited 
if the main tank fuel pumps are powered [2].
    Defueling the center tank with passengers on board is prohibited 
if the center tank fuel pumps are powered and the auto-shutoff 
system is inhibited [2].
    [1] Prior to transferring fuel or defueling, conduct a lamp test 
of the respective fuel pump low pressure lights.
    [2] Fuel may be transferred from tank to tank or the aircraft 
may be defueled with passengers on board, provided fuel quantity in 
the tank from which fuel is being taken is maintained at or above 
2000 pounds (907 kilograms).''

    Note 4:  When statements identical to those in paragraphs (i)(3) 
and (i)(4) of this AD have been included in the general revisions of 
the AFM, the general revisions may be inserted into the AFM, and the 
copy of this AD may be removed from the AFM.

Installation of Secondary Pump Control Relays

    (j) For airplanes identified in paragraph 1.A.1. of Boeing Alert 
Service Bulletin 737-28A1248, Revision 2, dated August 28, 2009: 
Within 60 months after the effective date of this AD, install one 
secondary control relay for the electrical control circuit of each 
of the two center tank fuel boost pumps, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
28A1248, Revision 2, dated August 28, 2009.

Airworthiness Limitations (AWL) Revision for AWL No. 28-AWL-23

    (k) For airplanes identified in paragraph 1.A.1. of Boeing Alert 
Service Bulletin 737-28A1248, Revision 2, dated August 28, 2009: 
Concurrently with accomplishing the actions required by paragraph 
(j) of this AD, or within 30 days after the effective date of this 
AD, whichever occurs later, revise the maintenance program by 
incorporating AWL No. 28-AWL-23 of Subsection G of Section 9 of the 
Boeing 737-600/700/800/900 MPD Document, D626A001-CMR, Revision July 
2010. The initial compliance time for the actions specified in AWL 
No. 28-AWL-23 is within 1 year after accomplishing the installation 
required by paragraph (j) of this AD, or within 1 year after the 
effective date of this AD, whichever occurs later.

No Alternative Inspections or Inspection Intervals

    (l) After accomplishing the applicable actions specified in 
paragraph (k) of this AD, no alternative inspections or inspection 
intervals may be used unless the inspections or inspection intervals 
are approved as an AMOC in accordance with the procedures specified 
in paragraph (t) of this AD.

Terminating Action for AD 2001-08-24, Amendment 39-12201

    (m) Accomplishing the actions required by paragraphs (g), (h), 
and (i) of this AD terminates the requirements of paragraph (a) of 
AD 2001-08-24, for Model 737-600, -700, -700C, -800, and -900 series 
airplanes that have the automatic shutoff system installed. After 
accomplishing the actions required by paragraphs (g), (h), and (i) 
of this AD, the AFM limitation required by paragraph (a) of AD 2001-
08-24 may be removed from the AFM for those airplanes.

Terminating Action for AD 2002-24-51, Amendment 39-12992

    (n) Accomplishing the actions required by paragraphs (g), (h), 
and (i) of this AD terminates the requirements of paragraph (b) of 
AD 2002-24-51 for Model 737-600, -700, -700C, -800, and -900 series 
airplanes that have the automatic shutoff system installed. After 
accomplishing the actions required by paragraphs (g), (h), and (i) 
of this AD, the AFM limitations required by paragraph (b) of AD 
2002-24-51 may be removed from the AFM for those airplanes.

Terminating Action for AWL Revision

    (o) Incorporating AWL No. 28-AWL-23 into the maintenance program 
in accordance with paragraph (g)(3) of AD 2008-10-10 R1, Amendment 
39-16164, terminates the corresponding action required by paragraph 
(k) of this AD.

Terminating Action for AD 2008-24-51

    (p) Accomplishing the actions required by paragraph (g) of this 
AD terminates the requirements of paragraph (f) of AD 2008-24-51.

Credit for Actions Accomplished in Accordance With Previous Service 
Information

    (q) Actions accomplished before the effective date of this AD in 
accordance with

[[Page 12643]]

Boeing Alert Service Bulletin 737-28A1248, dated December 21, 2006; 
or Boeing Alert Service Bulletin 737-28A1248, Revision 1, dated 
January 9, 2008; are considered acceptable for compliance with the 
corresponding actions specified in paragraph (j) of this AD.
    (r) Actions accomplished before the effective date of this AD in 
accordance with Boeing Alert Service Bulletin 737-28A1206, dated 
January 11, 2006; or Revision 1, dated January 30, 2008; are 
considered acceptable for compliance with the corresponding actions 
specified in paragraph (g) of this AD, provided one of the actions 
specified in paragraph (r)(1) or (r)(2) of this AD have been done.
    (1) The procedures specified in paragraph (f) of AD 2008-24-51 
have been accomplished.
    (2) The actions specified in Part 3 of the Accomplishment 
Instructions of Boeing Alert Service Bulletin 737-28A1206, Revision 
2, dated May 21, 2009, have been accomplished.

Optional Terminating Action

    (s) Installing and maintaining TDG Aerospace, Inc., universal 
fault interrupter (UFI), in accordance with Supplemental Type 
Certificate (STC) ST02076LA, issued October 26, 2007, terminates the 
actions required by paragraphs (g) through (k) of this AD; provided 
that, concurrently with installing a UFI on any airplane in an 
operator's fleet, a placard is installed adjacent to the pilot's 
primary flight display on all airplanes in the operator's fleet not 
equipped with a UFI or an automatic shutoff system. The placard 
reads as follows, except as provided by paragraph (t) of this AD:
    ``AD 2002-24-51 fuel usage restrictions required.''
    Installation of a placard in accordance with paragraph (h) of 
this AD is acceptable for compliance with the placard installation 
required by this paragraph. Installing a UFI in accordance with STC 
ST02076LA on an airplane terminates the placard installation 
required by this paragraph for only that airplane. Installing UFIs 
in accordance with STC ST02076LA, or automatic shutoff systems in 
accordance with paragraph (g) of this AD, on all airplanes in an 
operator's fleet terminates the placard installation required by 
this paragraph for all airplanes in an operator's fleet. If 
operation according to the fuel usage restrictions of AD 2002-24-51 
and AD 2001-08-24 is maintained until UFIs or automatic shutoff 
systems are installed on all airplanes in an operator's fleet, the 
placard installation specified in this paragraph is not required.

Alternative Methods of Compliance (AMOCs)

    (t)(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 e-mailed to: <a href="/cdn-cgi/l/email-protection#bf8692fef1f292ecdadecbcbd3da92fefcf092fef2f0fc92eddacecadacccbccffd9dede91d8d0c9"><span class="__cf_email__" data-cfemail="cef7e38f8083e39dabafbabaa2abe38f8d81e38f83818de39cabbfbbabbdbabd8ea8afafe0a9a1b8">[email protected]</span></a>.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.

Related Information

    (u) For more information about this AD, contact Tak Kobayashi, 
Aerospace Engineer, Propulsion Branch, ANM-140S, FAA, Seattle 
Aircraft Certification Office, 1601 Lind Ave., SW., Renton, 
Washington 98057-3356; phone: (425) 917-6499; fax: (425) 917-6590; 
e-mail: <a href="/cdn-cgi/l/email-protection#7420151f151c1d07155a3f1b16150d15071c1d341215155a131b02"><span class="__cf_email__" data-cfemail="b3e7d2d8d2dbdac0d29df8dcd1d2cad2c0dbdaf3d5d2d29dd4dcc5">[email protected]</span></a>.
    (v) 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 
<a href="/cdn-cgi/l/email-protection#aac7cf84c8c5cfc9c5c7eac8c5cfc3c4cd84c9c5c7"><span class="__cf_email__" data-cfemail="4a272f6428252f2925270a28252f23242d64292527">[email protected]</span></a>; 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 February 25, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2011-5156 Filed 3-7-11; 8:45 am]
BILLING CODE 4910-13-P


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