[Federal Register Volume 74, Number 149 (Wednesday, August 5, 2009)]
[Rules and Regulations]
[Pages 38905-38910]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E9-18423]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-29173; Directorate Identifier 2006-NM-283-AD; 
Amendment 39-15989; AD 2009-16-06]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 767 Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for all 
Boeing Model 767 airplanes. This AD requires installing an automatic 
shutoff system for the auxiliary fuel tank override/jettison fuel pumps 
(also referred to as center tank fuel pumps in the airplane flight 
manual (AFM)), revising the AFM to advise the flightcrew of certain 
operating restrictions for airplanes equipped with an automatic 
auxiliary fuel tank pump shutoff control, and, for certain airplanes, 
installing a placard to alert the flightcrew of certain fuel usage 
restrictions. This AD provides optional terminating actions for certain 
requirements. This AD results from a design review of the fuel tank 
systems. We are issuing this AD to prevent an overheat condition 
outside the center tank fuel pump explosion-resistance area that is 
open to the pump inlet, which could cause an ignition source for the 
fuel vapors in the fuel tank and result in fuel tank explosions and 
consequent loss of the airplane.

[[Page 38906]]


DATES: This AD is effective September 9, 2009.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of September 9, 
2009.
    The Director of the Federal Register approved the incorporation by 
reference of certain other publications listed in this AD as of 
September 4, 2001 (66 FR 39417, July 31, 2001).

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; e-mail <a href="/cdn-cgi/l/email-protection#325f571c505d57515d5f72505d575b5c551c515d5f"><span class="__cf_email__" data-cfemail="f69b93d894999395999bb69499939f9891d895999b">[email protected]</span></a>; 
Internet https://www.myboeingfleet.com.

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 AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (telephone 800-647-5527) is the Document Management 
Facility, U.S. Department of Transportation, Docket Operations, M-30, 
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Douglas Bryant, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone 
(425) 917-6505; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to include an airworthiness directive (AD) that would apply to 
all Boeing Model 767 airplanes. That NPRM was published in the Federal 
Register on September 11, 2007 (72 FR 51725). That NPRM proposed to 
require installing an automatic shutoff system for the auxiliary fuel 
tank override/jettison pumps (referred to as center tank fuel pumps in 
the airplane flight manual (AFM)), revising the AFM to advise the 
flightcrew of certain operating restrictions for airplanes equipped 
with an automatic auxiliary fuel tank pump shutoff control, revising 
the Airworthiness Limitations Section (AWL) of certain maintenance 
documents to include new inspections of the automatic shutoff system 
for the auxiliary fuel tank override/jettison pumps, and, for certain 
airplanes, installing a placard to alert the flightcrew of certain fuel 
usage restrictions.

Actions Since NPRM was Issued

    To avoid including redundant requirements in this AD, we have 
removed the proposed requirement to revise the AWL section of certain 
maintenance documents to include new inspections of the automatic 
shutoff system for the auxiliary fuel tank override/jettison pumps. 
This AWL revision is already required by AD 2008-11-01, amendment 39-
15523 (73 FR 29414, May 21, 2008), for certain Boeing Model 767-200, -
300, -300F, and -400ER series airplanes, with an original standard 
airworthiness certificate or original export certificate issued before 
April 22, 2006. Airplanes with a certificate issued on or after April 
22, 2006, must already be compliant with the AWL revision because those 
limitations were applicable as part of the airworthiness certification 
of those airplanes. We have removed the AWL revision requirement from 
this AD (which was in paragraph (i) of the NPRM) and re-identified 
subsequent paragraphs.
    We have combined the AFM text proposed in paragraphs (h)(1) and 
(h)(2) of the NPRM into one paragraph, paragraph (h), in this AD. Doing 
this moved the proposed revisions for the Normal Procedures section of 
the AFM and placed them with the other proposed revisions for the 
Certificate Limitation section of the AFM. We determined that the 
Certification Limitation section is the more appropriate section in the 
AFM for all of the revisions because the revisions are intended to be 
airplane limitations. In the De-fueling and Fuel Transfer section of 
the AFM text, we revised the text to address all fuel pumps instead of 
only the center tank fuel pumps. The same concern (potential ignition 
source) for dry running during de-fueling exists for the main tank 
pumps. The limitation revisions required in this AD are similar to the 
limitations that have been placed on other Boeing airplane models in 
similar AD actions.
    We have also revised the text in paragraph (m) of this AD (the 
Alternative Methods of Compliance (AMOC) paragraph) to include more 
contact information and further clarification on the AMOC process.
    Boeing issued Revision 2, dated February 12, 2009, to Service 
Bulletin 767-28A0083. We have revised paragraph (f) of this AD to 
reference Revision 2 of the service bulletin and have revised paragraph 
(g) of this AD to provide credit for Boeing Service Bulletin 767-
28A0083, Revision 1, dated April 26, 2007. Revision 2 of this service 
bulletin corrects the wiring configuration group for some airplanes, 
and adds and corrects some figures and references.

Comments

    We gave the public the opportunity to participate in developing 
this AD. We considered the comments received from the six commenters.

Request to Clarify Service Bulletin

    TDG Aerospace (TDG) states that after reviewing the requirements in 
Section 25.981 of the Federal Aviation Regulations (14 CFR 25.981), it 
questions whether the service bulletins (listed in the following table) 
referenced in the NPRM are FAA approved.

             Table--Service Bulletins Referenced in the NPRM
------------------------------------------------------------------------
    Boeing Alert Service
         Bulletin--              Revision--             Dated--
------------------------------------------------------------------------
767-28A0083.................  1..............  April 26, 2007.
767-28A0083.................  Original.......  May 3, 2006.
767-28A0084.................  1..............  April 26, 2007.
767-28A0084.................  Original.......  May 3, 2006.
------------------------------------------------------------------------


[[Page 38907]]

    We have determined that the service information referenced in this 
AD meets applicable requirements and is FAA-approved. No change to this 
AD is necessary in this regard.

Request To Exclude Airplanes With Deactivated Center Fuel Tanks

    All Nippon Airways (ANA) and ABX Air request that we exclude 
airplanes with deactivated center fuel tanks from the requirements of 
the NPRM. ANA suggests that we revise the applicability of the NPRM to 
exclude airplanes with deactivated center fuel tanks. ANA states that 
the center wing tank pumps of airplanes with deactivated center fuel 
tanks do not have power provided to the pumps and, therefore, do not 
pose a risk of ignition. ABX Air suggests that we add a paragraph 
stating that no action is required for airplanes with center fuel tanks 
deactivated in accordance with Boeing Alert Service Bulletin 767-
28A0050, dated December 18, 1997; or Boeing Service Bulletin 767-
28A0050, Revision 1, dated December 22, 1999. ABX Air also states that 
if pumps cannot operate, the identified unsafe condition is eliminated. 
ABX Air also states that paragraph (j) of the NPRM proposes to require 
placards and that requiring placards that refer to AD 2001-15-08, 
amendment 39-12342 (66 FR 39417, July 31, 2001) is inappropriate for 
airplanes with deactivated fuel tanks.
    We partially agree. We agree that deactivated center tank pumps do 
not pose an ignition risk because there is no power provided to these 
pumps. But to ensure that power cannot be applied to the pumps, we must 
specifically require the method of deactivation. Boeing Alert Service 
Bulletin 767-28A0050, dated December 18, 1997; or Boeing Service 
Bulletin 767-28A0050, Revision 1, dated December 22, 1999; provide 
adequate procedures for deactivating the center fuel tanks. 
Deactivation of center tanks in accordance with these service bulletins 
is approved as an optional terminating action for the requirements of 
paragraphs (f), (h), and (i) of this AD, as indicated in new paragraph 
(j) of this AD. For airplanes with tanks deactivated in a different 
manner, operators must request approval of an AMOC, as specified in 
paragraph (m) of this AD, and provide data to substantiate that the 
deactivation methods will ensure the safety of the airplane. We have 
also added new paragraph (k) to this AD to address airplanes on which 
the center fuel tanks are reactivated.
    In regard to the commenter's statement that requiring placards is 
inappropriate for airplanes with deactivated fuel tanks, we agree that 
the fuel management placard specified in paragraph (i) of this AD is 
not necessary for airplanes with deactivated center fuel tanks. We have 
included this information in paragraphs (j) and (k) of this AD 
accordingly.

Request To Allow Operating Limitations as Terminating Action

    UPS requests that we revise the NPRM to allow compliance with 
certain operating limitations specified in AD 2001-15-08 (shutting off 
the pumps below certain fuel weight limits) and AFM limitations 
specified in the NPRM as terminating action for paragraphs (f) and (i) 
of the NPRM (automatic shutoff system installation and fuel pump 
operation limitations). According to UPS:

    The benefit of having the automatic shutoff system is achieved 
only if the flight crew fails to follow procedure. In this instance, 
the issue becomes a flight crew training issue which needs to be 
addressed in a different and more appropriate medium.

    UPS also states that because AD 2001-15-08 limits operation of the 
center fuel tank to more than 1,000 pounds of fuel at all times, the 
fuel pump is submerged and there is no potential for an ignition 
source.
    UPS asserts that, when the pumps remain submerged with 1,000 pounds 
of fuel, there is no opportunity for ignition sources to develop from 
the pump, and those conditions effectively provide a level of safety 
higher than that provided by installing the pump automatic shutoff as 
proposed in the NPRM.
    We disagree. AD 2001-15-08 requires, among other things, revising 
the AFM to include procedures that will ensure that the center tank 
fuel pumps are always operated with useable fuel levels (1,000 pounds 
or more). However, that AD addressed a specific problem with the center 
tank fuel pumps that could lead to an ignition source in the fuel tank. 
Shutting off pumps with 1,000 pounds of fuel remaining is regarded only 
as interim action for that specific unsafe condition, until the pump 
power control system changes are incorporated. Even in the absence of 
specific fuel pump ignition source issues, the fuel pump indication 
features and crew procedures in the original design are now considered 
to need corrective action to eliminate the reliance on flight crew 
procedures to prevent extended dry pump operation. We are aware of 
numerous accounts of pilots failing to turn pumps off at the current 
requirement of 1,000 pounds. We have, therefore, determined that 
installing the automatic shutoff system provides a higher level of 
safety because it prevents extended dry running of the fuel pumps. We 
have not changed this AD regarding this issue.

Request To Clarify Airplanes Affected by Certain Requirements

    Boeing requests that we revise certain paragraphs of the NPRM to 
identify affected airplanes. According to Boeing, Model 767 airplanes 
beginning with line number 941 (VR088) have the center tank fuel pump 
automatic shutoff system installed in production and should be excluded 
from the retrofit requirements.
    We agree, for the reason provided by Boeing. We have revised 
paragraphs (f) and (h) of this AD to clarify the airplanes affected by 
the requirements of those paragraphs.

Request To Include Means of Compliance for Universal Fault Interrupter 
(UFI)

    TDG states that it is currently certifying its UFI for use on Model 
767 airplanes. TDG claims that the UFI, already implemented on other 
Boeing airplanes, will provide (1) a center tank override pump 
automatic shutoff, (2) uncommanded run protection (from control relay 
failed in the ``ON'' position), and (3) electrical fault protection 
(line-to-ground, line-to-line, open phases, etc.). TDG, therefore, 
requests that we include the UFI as a means of compliance, if the 
supplemental type certificate (STC) for the Model 767 UFI is approved 
before the final rule is issued.
    We disagree with the commenter's request. At this time, the TDG 767 
STC has not yet been approved, so we cannot identify it as a method of 
compliance for this AD. However, we recognize that a similar TDG STC 
has been approved for Boeing Model 757 airplanes and that it was 
identified as a method of compliance for a similar AD related to that 
model. Once the 767 STC is issued, TDG may apply for approval of an 
AMOC for the design, as provided by paragraph (m) of this AD.

Request To Match AFM and NPRM Language

    Japan Airlines (JAL) advises of a discrepancy between the wording 
in the corresponding portions of Boeing's current AFM and the original 
NPRM. Paragraph (h)(2) of the NPRM states that center tank fuel 
``pumps'' must not be on, but the latest revision to the AFM states 
that center tank fuel ``pump switches'' must not be on.
    We agree. The current AFM (correctly) contains the word 
``switches.'' As the commenter points out, the wording should be 
consistent in

[[Page 38908]]

both the AFM and this document. We have revised paragraph (h) of this 
AD accordingly.

Request To Revise Description of Affected Pumps

    Boeing requests that we revise the Summary and Relevant Service 
Information sections of the NPRM. Specifically, reference to the 
``auxiliary fuel tank boost pump'' should be changed to the ``override/
jettison fuel pump'' as the appropriate fuel pump in the auxiliary 
tank. Boeing adds that references to fuel ``boost pumps'' are typically 
associated with fuel pumps located in the main tanks, so referring to 
auxiliary fuel pumps as ``boost pumps'' could be confusing.
    We agree that the wording identified by the commenter could be 
confusing. We have revised the Summary section and other relevant 
sections in this AD as requested. The Relevant Service Information 
section, however, is not repeated in this final rule. We have also 
revised references to auxiliary tank pumps to ``center tank fuel 
pumps'' throughout the rest of this AD for clarity and consistency with 
the AFM text.

Request to Correct Paragraph Reference

    JAL points out that Note 2 of the NPRM refers to paragraph (g) of 
the AD, but should refer to paragraph (h). We agree and have revised 
Note 1 in this AD (which was Note 2 in the NPRM) accordingly.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
the AD with the changes described previously. We also determined that 
these changes will not increase the economic burden on any operator or 
increase the scope of the AD.

Costs of Compliance

    We estimate that this AD affects 414 airplanes of U.S. registry. 
The following table provides the estimated costs for U.S. operators to 
comply with this AD. The fleet cost could be as high as $4,655,016.

                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                           Affected airplane                       Average hourly
                    Affected airplanes                           groups           Work hours         labor rate       Cost of parts    Cost per airplane
--------------------------------------------------------------------------------------------------------------------------------------------------------
767[dash]200, 767[dash]300, 767[dash]300F................               1-39                 29                $80            $ 8,924           $ 11,244
                                                                       40-79                 25                 80              8,495             10,495
                                                                       80-81                  3                 80                420                660
--------------------------------------------------------------------------------------------------------------------------------------------------------
767-400ER................................................                All                 23                 80              7,911              9,751
--------------------------------------------------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation 
Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    This AD will not have federalism implications under Executive Order 
13132. This AD will not have a substantial direct effect on the States, 
on the relationship between the national government and the States, or 
on the distribution of power and responsibilities among the various 
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979), and
    (3) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    You can find our regulatory evaluation and the estimated costs of 
compliance in the AD Docket.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new AD:

2009-16-06 Boeing: Amendment 39-15989. Docket No. FAA-2007-29173; 
Directorate Identifier 2006-NM-283-AD.

Effective Date

    (a) This airworthiness directive (AD) is effective September 9, 
2009.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to all Boeing Model 767-200, -300, -300F, 
and -400ER series airplanes, certificated in any category.

Unsafe Condition

    (d) This AD results from a design review of the fuel tank 
systems. We are issuing this AD to prevent an overheat condition 
outside the center tank fuel pump explosion-resistance area that is 
open to the pump inlet, which could cause an ignition source for the 
fuel vapors in the fuel tank and result in fuel tank explosions and 
consequent loss of the airplane.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Installation

    (f) For Model 767 airplanes with line numbers 1 through 940 
inclusive: Within 36 months after the effective date of this AD, 
install an automatic shutoff system for the center tank fuel pump, 
in accordance with Boeing Service Bulletin 767-28A0083, Revision 2, 
dated February 12, 2009 (for Model 767-200, -300, and -300F 
airplanes); or Boeing Service Bulletin 767-28A0084, Revision 1, 
dated April 26, 2007 (for Model 767-400ER airplanes); as applicable.

[[Page 38909]]

Installation According to Previous Issue of Service Bulletin

    (g) Installing an automatic shutoff system is also acceptable 
for compliance with the requirements of paragraph (f) of this AD if 
done before the effective date of this AD in accordance with service 
information identified in Table 1 of this AD.

              Table 1--Previous Issues of Service Bulletins
------------------------------------------------------------------------
 Boeing service information    Revision level             Date
------------------------------------------------------------------------
Alert Service Bulletin 767-   Original.......  May 3, 2006.
 28A0083.
Alert Service Bulletin 767-   Original.......  May 3, 2006.
 28A0084.
Service Bulletin 767-28A0083  1..............  April 26, 2007.
------------------------------------------------------------------------

Revision of Airplane Flight Manual (AFM)

    (h) For Model 767 airplanes with line numbers 1 through 940 
inclusive: Concurrently with accomplishing the actions required by 
paragraph (f) of this AD, revise Section 1, Certificate Limitations, 
of the Boeing 767 AFM to include the following:
    ``CENTER TANK FUEL PUMPS
    Center tank fuel pump switches must not be ``ON'' unless 
personnel are available in the flight deck to monitor low PRESS 
lights.
    For ground operations prior to engine start: The center tank 
fuel pump switches must not be positioned ON unless the center tank 
contains usable fuel. With center tank fuel pump switches ON, verify 
both center tank fuel pump low PRESS lights are illuminated and 
EICAS CTR L FUEL PUMP and CTR R FUEL PUMP messages are displayed.
    For ground operations after engine start and flight operations: 
The center tank fuel pump switch must be selected OFF when the 
respective CTR L FUEL PUMP or CTR R FUEL PUMP message displays. Both 
center tank fuel pump switches must be selected OFF when either the 
CTR L FUEL PUMP or CTR R FUEL PUMP message displays if the center 
tank is empty. During cruise flight, both center tank pump switches 
may be reselected ON whenever center tank usable fuel is indicated.
    DE-FUELING AND FUEL TRANSFER
    When transferring fuel or de-fueling center or main wing tanks, 
the fuel pump low PRESS lights must be monitored and the respective 
fuel pump switches positioned to ``OFF'' at the first indication of 
low pressure. Prior to transferring fuel or de-fueling, conduct a 
lamp test of the respective fuel pump low PRESS lights.
    Intentional dry running of a center tank fuel pump (CTR L FUEL 
PUMP or CTR R FUEL PUMP message displayed on EICAS) is prohibited.
    Do not reset a tripped fuel pump or fuel pump control circuit 
breaker.''
    This may be done by inserting a copy of this AD into the AFM.

    Note 1: When statements identical to those in paragraph (h) 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.

Placard Installation

    (i) For Model 767-200, -300, or -300F airplanes that meet the 
conditions of paragraphs (i)(1) and (i)(2) of this AD: Within 30 
days after the effective date of this AD, install a placard in the 
flight deck adjacent to each pilot's primary flight display, to 
alert the flightcrew to follow the procedures required by paragraph 
(b) of AD 2001-15-08. The placard must include the following 
statement: ``AD 2001-15-08 fuel usage restrictions required.'' 
Alternative placard wording may be used if approved by an 
appropriate FAA Principal Operations Inspector. Alternative placard 
methods and alternative methods of mixed fleet configuration control 
may be used if submitted for review in accordance with the 
procedures specified in paragraph (m) of this AD.
    (1) The airplane is operated in a fleet of airplanes on which 
the actions specified in paragraph (f) of this AD have been done on 
at least one of the fleet's airplanes.
    (2) The actions specified in paragraph (i) of AD 2001-15-08 
(installation of modified center tank override and override/jettison 
fuel pumps that are not subject to the unsafe condition described in 
this AD) or paragraph (f) of this AD have not been done on the 
airplane.

    Note 2: If the actions specified in paragraph (f) of this AD 
have been done on all airplanes operated within an operator's fleet, 
or if operation according to the fuel usage restrictions of AD 2001-
15-08 is maintained until automatic shutoff systems are installed on 
all airplanes in an operator's fleet: No placard is necessary before 
removal of the wet shutoff restrictions of AD 2001-15-08.

Optional Terminating Action for Paragraphs (f), (h), and (i) of this 
AD: Deactivation of Center Fuel Tanks

    (j) Deactivation of the center fuel tanks, in accordance with 
Boeing Alert Service Bulletin 767-28A0050, dated December 18, 1997; 
or Boeing Service Bulletin 767-28A0050, Revision 1, dated December 
22, 1999; terminates the requirements of paragraphs (f), (h), and 
(i) of this AD, except as provided by paragraph (k) of this AD.

Reactivation of Center Fuel Tanks

    (k) For any airplane on which the center fuel tank is 
reactivated, the center fuel tank must be reactivated in accordance 
with a method approved by the Manager, Seattle Aircraft 
Certification Office (ACO), FAA. For any airplane on which the 
center fuel tank is reactivated, the requirements of paragraphs (f), 
(h), and (i) of this AD must be done before further flight following 
the reactivation, or within 36 months after the effective date of 
this AD, whichever occurs later. For a reactivation method to be 
approved, the reactivation method must meet the certification basis 
of the airplane, and the approval must specifically reference this 
AD.

Terminating Action for AD 2001-15-08

    (l) For airplanes that have automatic shutoff systems installed: 
Accomplishing paragraphs (f) and (i) of this AD terminates the 
requirements of paragraphs (b) and (c) of AD 2001-15-08.

Alternative Methods of Compliance (AMOCs)

    (m)(1) The Manager, Seattle ACO, FAA, has the authority to 
approve AMOCs for this AD, if requested using the procedures found 
in 14 CFR 39.19. Send information to ATTN: Douglas Bryant, Aerospace 
Engineer, Propulsion Branch, ANM-140S, FAA, Seattle ACO, 1601 Lind 
Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-
6505; fax (425) 917-6590. Or, e-mail information to <a href="/cdn-cgi/l/email-protection#3e07137f7073136d5b5f4a4a525b137f7d71137f73717d136c5b4f4b5b4d4a4d7e585f5f10595148"><span class="__cf_email__" data-cfemail="cff6e28e8182e29caaaebbbba3aae28e8c80e28e82808ce29daabebaaabcbbbc8fa9aeaee1a8a0b9">[email protected]</span></a>.
    (2) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Before using any approved AMOC on any airplane to which the AMOC 
applies, notify your principal maintenance inspector (PMI) or 
principal avionics inspector (PAI), as appropriate, or lacking a 
principal inspector, your local Flight Standards District Office. 
The AMOC approval letter must specifically reference this AD.

Material Incorporated by Reference

    (n) You must use Boeing Service Bulletin 767-28A0083, Revision 
2, dated February 12, 2009; or Boeing Service Bulletin 767-28A0084, 
Revision 1, dated April 26, 2007; as applicable; to do the actions 
required by this AD, unless the AD specifies otherwise. If you 
accomplish the optional terminating action specified by this AD, you 
must use Boeing Alert Service Bulletin 767-28A0050, dated December 
18, 1997; or Boeing Service Bulletin 767-28A0050, Revision 1, dated 
December 22, 1999; to perform those actions, unless the AD specifies 
otherwise.
    (1) The Director of the Federal Register approved the 
incorporation by reference of Boeing Service Bulletin 767-28A0083, 
Revision 2, dated February 12, 2009; and Boeing Service Bulletin 
767-28A0084, Revision 1, dated April 26, 2007; under 5 U.S.C. 552(a) 
and 1 CFR part 51.
    (2) The Director of the Federal Register previously approved the 
incorporation by reference of Boeing Alert Service Bulletin 767-
28A0050, dated December 18, 1997; and Boeing Service Bulletin 767-
28A050,

[[Page 38910]]

Revision 1, dated December 22, 1999; on September 4, 2001 (66 FR 
39417, July 31, 2001).
    (3) 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#4d2028632f22282e22200d2f222824232a632e2220"><span class="__cf_email__" data-cfemail="3e535b105c515b5d51537e5c515b575059105d5153">[email protected]</span></a>; Internet https://www.myboeingfleet.com.
    (4) You may review copies of the service information at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, 
Washington. For information on the availability of this material at 
the FAA, call 425-227-1221 or 425-227-1152.
    (5) You may also review copies of the service information that 
is incorporated by reference at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

    Issued in Renton, Washington, on July 24, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E9-18423 Filed 8-4-09; 8:45 am]
BILLING CODE 4910-13-P


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