Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations 30755 

Issued in Renton, Washington, on May 14, 

2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–11468 Filed 5–28–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–28598; Directorate 

Identifier 2007–NM–036–AD; Amendment 

39–15529; AD 2008–11–07] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 757 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Boeing Model 757 airplanes. This AD 

requires installation of an automatic 

shutoff system for the center tank fuel 

boost pumps, and installation of a 

placard in the airplane flight deck if 

necessary. This AD also requires 

revisions to the Limitations and Normal 

Procedures sections of the airplane 

flight manual to advise the flightcrew of 

certain operating restrictions for 

airplanes equipped with an automated 

center tank fuel pump shutoff control. 

This AD also requires a revision to the 

Airworthiness Limitations (AWLs) 

section of the Instructions for Continued 

Airworthiness to incorporate AWLs No. 

28–AWL–20 and No. 28–AWL–26. This 

AD also requires replacement of the fuel 

control panel assembly with a modified 

part, installation of two secondary 

pump control relays for the center tank 

fuel pumps, other specified actions, and 

concurrent modification of the fuel 

control panel assembly. This AD results 

from fuel system reviews conducted by 

the manufacturer. We are issuing this 

AD to prevent center tank fuel pump 

operation with continuous low pressure, 

which could lead to friction sparks or 

overheating in the fuel pump inlet that 

could create a potential ignition source 

inside the center fuel tank; these 

conditions, in combination with 

flammable fuel vapors, could result in a 

center fuel tank explosion and 

consequent loss of the airplane. 

DATES: This AD is effective July 3, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 3, 2008. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at 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: Judy 

Coyle, Aerospace Engineer, Propulsion 

Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6497; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to all 

Boeing Model 757–200, –200CB, 

–200PF, and –300 series airplanes. That 

NPRM was published in the Federal 

Register on July 9, 2007 (72 FR 37132). 

That NPRM proposed to require 

installation of an automatic shutoff 

system for the center tank fuel boost 

pumps, and installation of a placard in 

the airplane flight deck if necessary. 

That NPRM also proposed to require 

revisions to the Limitations and Normal 

Procedures sections of the airplane 

flight manual to advise the flightcrew of 

certain operating restrictions for 

airplanes equipped with an automated 

center tank fuel pump shutoff control. 

That NPRM also proposed to require a 

revision to the Airworthiness 

Limitations (AWLs) section of the 

Instructions for Continued 

Airworthiness (ICA) to incorporate 

AWLs No. 28–AWL–20 and No. 28–

AWL–26. That NPRM also proposed to 

require replacement of the fuel control 

panel assembly with a modified part, 

installation of two secondary pump 

control relays for the center tank fuel 

pumps, other specified actions, and 

concurrent modification of the fuel 

control panel assembly. 

Actions Since NPRM Was Issued 

On April 29, 2008, we issued AD 

2008–10–11, amendment 39–15517, that 

applies to all Model 757 airplanes. AD 

2008–10–11, among other actions, 

requires revising the AWLs section of 

the ICA by incorporating AWLs No. 28–

AWL–01 through No. 28–AWL–24 of 

Section 9 of the Boeing 757 

Maintenance Planning Document (MPD) 

Document D622N001–9, Revision 

March 2008. AD 2008–10–11 also 

provides the optional action of 

incorporating AWL No. 28–AWL–26. 

This AD, however, requires the 

incorporation of AWLs No. 28–AWL–20 

and No. 28–AWL–26 in accordance with 

paragraphs (j) and (m) of this AD, 

respectively. Therefore, we have added 

a new paragraph (q) to this AD 

specifying that incorporating AWLs No. 

28–AWL–20 and No. 28–AWL–26 into 

the AWLs section of the ICA in 

accordance with paragraph (g)(3) of AD 

2008–10–11 terminates the 

corresponding actions required by this 

AD. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the four commenters. 

Request To Revise the Unsafe Condition 

Boeing requests that we clarify the 

unsafe condition in the summary and in 

paragraph (d) of the NPRM. Boeing 

states that the unsafe condition exists 

when continuous low pressure is 

indicated during pump operation with 

no fuel available to cover the pump 

inlet, and that it does not exist when 

there is fuel available to cover the pump 

inlet during pump operation. Boeing 

suggests using the following statement: 

We are issuing this AD to prevent center 

tank fuel pump operation with continuous 

low pressure (with no fuel passing through 

the pump), which could lead to friction 

sparks or overheating in the fuel pump inlet 

that could create a potential ignition source 

inside the center fuel tank. These conditions, 

in combination with flammable fuel vapors, 

could result in a center fuel tank explosion 

and consequent loss of the airplane. 

We agree that the unsafe condition is 

present only when there is no fuel 

available to cover the pump inlet. When 

fuel is not covering the pump inlet, the 

‘‘continuous low pressure’’ indication 

will be present. Therefore, we have not 

added the phrase ‘‘with no fuel passing 

through the pump’’ to this AD in this 

regard, since the continuous low 

pressure indication is integral to 

describing the unsafe condition. We 

have, however, revised the summary 

and paragraph (d) of this AD by 


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replacing ‘‘or’’ with ‘‘that’’ to specify 

‘‘* * * overheating in the fuel pump 

inlet that could create a potential 

ignition source * * * ’’

Request To Explain Policy for 

Alternative Methods of Compliance 

(AMOCs) 

TDG Aerospace requests that we 

explain our criteria in determining 

which FAA-approved solutions are 

specified as a primary means of 

compliance as opposed to being 

identified as an AMOC and listed in the 

AMOC paragraph of an AD. TDG 

Aerospace states that it would be logical 

to include all solutions that exist and 

address an unsafe condition in an AD as 

a primary means of compliance. TDG 

Aerospace asserts that, by not doing so, 

we are failing to provide operators with 

a comprehensive discussion of the cost 

and scheduling impact associated with 

compliance, and that this practice could 

misrepresent ongoing maintenance and 

airworthiness limitation requirements. 

TDG Aerospace also asserts that it 

appears that preferential bias is shown 

towards one particular solution, even 

though two or more other equivalent 

solutions might exist. TDG Aerospace 

points to AD 2002–21–06, amendment 

39–12912 (68 FR 12802, March 18, 

2003), as an example of an AD that lists 

several equivalent solutions for 

addressing an unsafe condition. 

We find that clarification of the 

AMOC process is necessary. An AMOC 

is issued only after an AD has been 

issued. AMOCs provide an alternative 

method of compliance to those methods 

that are cited in the associated AD. 

When an unsafe condition is 

identified, the burden of developing a 

means for correcting the unsafe 

condition is placed on the original 

equipment manufacturer (OEM). 

Usually, no means for correcting an 

unsafe condition other than those 

provided by the OEM exist when we 

issue an AD. We agree that if multiple 

solutions exist that have fleet-wide 

application, such solutions may be cited 

in an AD. However, such solutions 

would be included in the AD only as 

methods of compliance with the 

requirements of the AD—not as AMOCs. 

In cases where a non-OEM solution 

does not have fleet-wide application, it 

would not be appropriate to include the 

solution in the AD. Such solutions are 

best addressed by requesting approval 

as AMOCs after the AD has been issued. 

We disagree that this approach 

undermines the efficacy of those 

alternative methods, or shows bias 

towards the OEM’s method. A key 

aspect of the notice of proposed 

rulemaking process is to do specifically 

what the commenter is recommending, 

which is to provide an opportunity for 

us to become aware of other potential 

solutions to an unsafe condition. Any 

person who might be aware of another 

means to correct the unsafe condition is 

free to propose that means during the 

comment period to the proposed AD. 

We would then carefully consider the 

comment before issuing the AD. 

Further, we have reviewed AD 2002–

21–06, and that AD is in line with this 

practice. That AD refers to approved 

AMOCs; however, when a new AD 

supersedes a previously issued AD, we 

make an assessment of any AMOCs that 

may have been approved for the 

previously issued AD. If appropriate, we 

include a reference to those AMOCs in 

the new AD to preclude an affected 

operator from having to re-apply for 

AMOC approval. 

In this case, we have determined that 

installing and maintaining TDG 

Aerospace Universal Fault Interrupter 

(UFI), in accordance with Supplemental 

Type Certificate (STC) ST01950LA, 

would also address the unsafe condition 

on Model 757–200 and –300 series 

airplanes. Therefore, we have deleted 

paragraph (p)(3) of the NPRM and added 

a new paragraph (p) to this AD 

specifying that incorporating STC 

ST01950LA terminates the requirements 

of paragraphs (g) through (m) of this AD. 

We have also added a concurrent 

requirement to paragraph (p) of this AD 

to install a placard on all airplanes in 

the operator’s fleet not equipped with a 

UFI or automatic shutoff system. 

Request To Clarify the Summary 

Boeing requests that we add a 

statement to the NPRM specifying that 

this AD will not be extended to the 

main wing tanks, as discussed in 

meetings between Boeing and the 

Seattle Aircraft Certification Office, 

FAA. Boeing states that AD 2002–24–51, 

amendment 39–12992 (68 FR 10, 

January 2, 2003), was based upon 

discrepancies in the manufacturing 

process, and that AD 2002–24–51 was 

later expanded because inspection of inservice units showed that the units 

could possibly overheat in service or 

during manufacture. Boeing further 

states that there is no service history of 

incidents or accidents on the main wing 

tanks on Model 757 airplanes to support 

this AD. 

Although we agree that the scope of 

this AD is not being expanded to 

address the main wing tanks, revising 

the summary of this AD is not necessary 

because it only discusses the center fuel 

tanks. We have not changed this AD in 

this regard. 

Request To Allow Use of Existing 

AMOC 

Boeing requests that we revise the 

NPRM to specify that operators may 

continue using the procedures in the 

following documents as an AMOC, until 

an operator has inspected all center tank 

fuel pumps and modified all airplanes 

in its fleet: AD 2002–19–52, amendment 

39–12900 (67 FR 61253, September 30, 

2002), and AD 2002–24–51; or FAA 

Approval Letter 140S–03–234, dated 

August 15, 2003. As justification, 

Boeing states that the AMOC has 

already been accepted as a valid means 

of fulfilling the intent of the AD pending 

hardware installation. 

We agree that the procedures in AD 

2002–19–52 and AD 2002–24–51, or the 

procedures approved by FAA Approval 

Letter 140S–03–234 as an AMOC to AD 

2002–19–52 and AD 2002–24–51, 

continue to be acceptable until all 

airplanes in an operator’s fleet are in 

compliance with all the requirements of 

this AD. As stated in the NPRM, 

installing a placard in accordance with 

paragraph (e) of AD 2002–19–52 is 

acceptable for compliance with 

paragraph (h) of this AD. Also, 

paragraph (n) of this AD states that 

accomplishing the actions specified in 

paragraphs (g), (h), (i), and (j) of this AD 

terminates the AFM revision specified 

in paragraph (e) of AD 2002–24–51 for 

Model 757–200, –200CB, –200PF, and 

–300 series airplanes that have the 

automatic shutoff system installed. No 

change to this AD is necessary in this 

regard. 

Request To Allow Use of an AMOC 

UPS requests that we revise the 

NPRM to allow AD 2002–24–51 as an 

AMOC and terminating action to the 

proposed requirements of the NPRM. As 

justification, UPS states that there is no 

opportunity for potential ignition 

sources to develop from the center tank 

fuel pump, since AD 2002–24–51 

prohibits operating the fuel pumps 

when the center tank fuel quantity 

reaches 1,000 pounds; under this 

limitation, the fuel pump is submerged 

and always covered with fuel. UPS 

believes that the limitations required by 

AD 2002–24–51 provide a higher level 

of safety than the automatic shutoff 

system because the limitations of AD 

2002–24–51 always require the fuel 

pumps to be submerged in fuel, 

precluding the opportunity for dry 

running the pumps. UPS further states 

that, since Boeing Service Bulletin 757–

28A0105, Revision 1, dated April 2, 

2007, was issued to counteract the 

potential continued dry running of the 

fuel pump, it should not be required for 


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Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations 30757 

operators who have accomplished AD 

2002–24–51. 

We do not agree to allow AD 2002–

24–51 as an AMOC or terminating 

action for the requirements of this AD. 

The changes to the pump control system 

required by this AD address problems 

with the system, such as indication 

failures and power relay failures, that 

the limitations required by AD 2002–

24–51 do not address. Further, the FAA 

Flight Standards Service has informed 

us that there are flights where the fuel 

pumps are not turned off as required by 

AD 2002–24–51 because of the lack of 

crew indication prompting early shutoff 

of the fuel pumps. AD 2002–24–51 was 

intended only to be an interim action 

until the pump power control system 

changes were developed and 

incorporated. We have determined that 

installing the automatic shutoff system 

provides a higher level of safety because 

it prevents extended dry running of the 

fuel pumps. Therefore, we have not 

changed this AD in this regard. 

Request To Revise AWLs Intervals 

KLM Royal Dutch Airlines, on behalf 

of several operators, requests that we 

review a 45-page proposal to align 

certain Airworthiness Limitation Item 

(ALI) intervals with the applicable 

maintenance significant item (MSI) and 

enhanced zonal analysis procedure 

(EZAP) intervals, for Model 737, 747, 

757, 767, and 777 airplanes. The 

recommendations in that proposal 

ensure that the ALI intervals align with 

the maintenance schedule of the 

operators. 

We have reviewed the proposal and 

note that it recommends extending the 

inspection interval for AWL No. 28–

AWL–20 from 1 year to 24 months. We 

infer that the operators request that we 

revise paragraph (m) of this AD to 

extend the inspection interval for AWL 

No. 28–AWL–20 of Boeing Temporary 

Revision (TR) 09–006, dated January 

2007, to the Boeing 757 Maintenance 

Planning Document, D622N001–9. That 

1-year interval was determined using a 

quantitative fault tree analysis. Given 

the confidence level of certain inputs 

into that analysis, it would not be 

appropriate to extend the inspection 

interval until sufficient reliability data 

is available to substantiate those 

assumptions. Therefore, we have 

determined that a 1-year interval is 

appropriate for ensuring an acceptable 

level of safety. No change to this AD is 

necessary in this regard. 

Request To Explain Compliance With 

Industry Guidance 

TDG Aerospace requests that we 

specify whether the service bulletins 

referred to in the NPRM are in 

compliance with the requirements of 

section 25.981(a) and (b) of the Federal 

Aviation Regulations (14 CFR 25.981(a) 

and (b)) and with section 25.1309(c) of 

the Federal Aviation Regulations (14 

CFR 25.1309(c)) with respect to latent 

failure conditions. If so, TDG Aerospace 

further requests that we discuss any 

inaccuracies between the service 

bulletins and FAA Advisory Circular 

(AC) 25.981–1B, ‘‘Fuel Tank Ignition 

Source Prevention Guidelines,’’ dated 

April 18, 2001; AC 25.1309–1A, 

‘‘System Design and Analysis,’’ dated 

June 21, 1988; and MIL–HDBK–217F, 

‘‘Reliability Prediction of Electronic 

Equipment.’’

The Boeing service bulletins referred 

to in this AD are FAA-approved and 

were found to comply with the 

requirements of 14 CFR 25.981(a) and 

(b), amendment 25–102. In developing 

the service bulletins, Boeing followed 

the guidance cited by TDG Aerospace. 

Boeing’s substantiation included other 

features with the fuel pump that 

contribute an additional condition 

probability to the latent failure cases 

referred to by TDG Aerospace. No 

change to this AD is necessary in this 

regard. 

Request To Adopt an IndustryCollaborative Approach 

TDG Aerospace suggests that we use 

the regulatory docket as a tool to 

encourage industry participation in the 

pursuit of solutions to known 

deficiencies that we intend to address 

with an AD. TDG Aerospace suggests 

that such an approach would not only 

result in the most efficient and costeffective solutions, but also reduce the 

delay in bringing viable corrective 

actions to the market. 

We welcome any feedback that will 

improve the AD process for industry, 

while also ensuring that an unsafe 

condition is adequately addressed in an 

appropriate amount of time. As stated 

previously, the burden of developing a 

means for correcting the unsafe 

condition is placed on the OEM. We 

have found that the comment period is 

most useful if we notify operators about 

the work required by a proposed AD, 

which is typically detailed in a service 

bulletin. Also, in determining the 

appropriate compliance time for an AD, 

we must consider both the risk and 

scope of work that would be required. 

Without service information, it would 

be difficult to set appropriate 

compliance times, or provide operators 

with an opportunity to comment on the 

merits of a corrective action. No change 

to this AD in necessary in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We also determined that these changes 

will not increase the economic burden 

on any operator or increase the scope of 

the AD. 

Costs of Compliance 

There are about 1,094 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs, at an average labor rate 

of $80 per hour, for U.S. operators to 

comply with this AD. The estimated 

cost of parts in the following table 

depends on the airplane configuration. 

ESTIMATED COSTS

Model Action Work 

hours Parts Cost per airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

757–200, –200CB, and 

–200PF, series airplanes.

Installation of the automatic 

shutoff system.

91 $8,309 to $9,194 ........ $15,589 to $16,474 .... 631 $9,836,659 to 

$10,395,094. 

757–300 series airplanes ...... Installation of the automatic 

shutoff system.

51 $8,598 to $8,654 ........ $12,678 to $12,734 .... 75 $950,850 to $955,050. 

757–200, –200CB, –200PF, 

and –300 series airplanes.

Placard installation, if necessary.1 $10 .............................. $90 .............................. 706 $63,540. 

AFM revision ......................... 1 None ........................... $80 .............................. 706 $56,480. 

AWLs revision ....................... 1 None ........................... $80 .............................. 706 $56,480. 

Installation of secondary 

pump control relays.

29 $2,097 ......................... $4,417 ......................... 706 $3,118,402. 


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ESTIMATED COSTS—Continued 

Model Action Work 

hours Parts Cost per airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Concurrent modification of 

the fuel control panel assembly.

2 $40 .............................. $200 ............................ 706 $141,200 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

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 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2008–11–07 Boeing: Amendment 39–15529. 

Docket No. FAA–2007–28598; 

Directorate Identifier 2007–NM–036–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective July 3, 2008. 

Affected ADs 

(b) Accomplishing certain paragraphs of 

this AD terminates certain requirements of 

AD 2002–24–51, amendment 39–12992. 

Applicability 

(c) This AD applies to all Boeing Model 

757–200, –200CB, –200PF, and –300 series 

airplanes, certificated in any category. 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include new inspections of the automatic 

shutoff system for the center tank fuel boost 

pumps. Compliance with these inspections is 

required by 14 CFR 43.16 and 91.403(c). For 

airplanes that have been previously 

modified, altered, or repaired in the areas 

addressed by these inspections, the operator 

may not be able to accomplish the 

inspections described in the revisions. In this 

situation, to comply with 14 CFR 91.403(c), 

the operator must request approval for an 

alternative method of compliance according 

to paragraph (r) of this AD. The request 

should include a description of changes to 

the required inspections that will ensure 

acceptable maintenance of the automatic 

shutoff system. 

Unsafe Condition 

(d) This AD results from fuel system 

reviews conducted by the manufacturer. We 

are issuing this AD to prevent center tank 

fuel pump operation with continuous low 

pressure, which could lead to friction sparks 

or overheating in the fuel pump inlet that 

could create a potential ignition source 

inside the center fuel tank; these conditions, 

in combination with flammable fuel vapors, 

could result in a center fuel tank explosion 

and consequent loss of the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Service Bulletin References 

(f) The term ‘‘service bulletin,’’ as used in 

this AD, means the Accomplishment 

Instructions of the service bulletins identified 

in Table 1 of this AD, as applicable. 

TABLE 1.—SERVICE BULLETIN REFERENCES

Airplanes Action Service Bulletin 

Model 757–200, –200CB, and –200PF series 

airplanes.

Installation specified in paragraph (g) of this 

AD.

Boeing Alert Service Bulletin 757–28A0081, 

dated February 16, 2006. 

Model 757–300 series airplanes ....................... Installation specified in paragraph (g) of this 

AD.

Boeing Alert Service Bulletin 757–28A0082, 

dated February 16, 2006. 

For Model 757–200, –200CB, –200PF, and 

–300 series airplanes.

Installation specified in paragraph (k) of this 

AD.

Boeing Service Bulletin 757–28A0105, Revision 1, dated April 2, 2007. 


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Installation of Automatic Shutoff System for 

the Center Tank Fuel Boost Pumps 

(g) Within 36 months after the effective 

date of this AD: Install an automatic shutoff 

system for the center tank fuel boost pumps, 

by accomplishing all of the actions specified 

in the applicable service bulletin. If a placard 

has been previously installed on the airplane 

in accordance with paragraph (h) of this AD, 

the placard may be removed from the flight 

deck of only that airplane after the automatic 

shutoff system has been installed. Installing 

automatic shutoff systems on all airplanes in 

an operator’s fleet, in accordance with this 

paragraph, terminates the placard installation 

required by paragraph (h) of this AD, for all 

airplanes in an operator’s fleet. 

Placard Installation for Mixed Fleet 

Operation 

(h) Concurrently with installing an 

automatic shutoff system on any airplane in 

an operator’s fleet, as required by paragraph 

(g) of this AD: Install a placard adjacent to 

the pilot’s primary flight display on all 

airplanes in the operator’s fleet not equipped 

with an automatic shutoff system for the 

center tank fuel boost pumps. The placard 

reads as follows (alternative placard wording 

may be used if approved by an appropriate 

FAA Principal Operations Inspector): ‘‘AD 

2002–24–51 fuel usage restrictions required.’’

Installation of a placard in accordance with 

paragraph (e) of AD 2002–19–52, amendment 

39–12900, is acceptable for compliance with 

the requirements of this paragraph. Installing 

an automatic shutoff system on an airplane, 

in accordance with paragraph (g) of this AD, 

terminates the placard installation required 

by this paragraph, for only that airplane. 

Installing automatic shutoff systems on all 

airplanes in an operator’s fleet, in accordance 

with paragraph (g) of this AD, terminates the 

placard installation required by this 

paragraph, for all airplanes in an operator’s 

fleet. If automatic shutoff systems are 

installed concurrently on all airplanes in an 

operator’s fleet in accordance with paragraph 

(g) of this AD, or if operation according to the 

fuel usage restrictions of AD 2002–24–51 is 

maintained until automatic shutoff systems 

are installed on all airplanes in an operator’s 

fleet, the placard installation specified in this 

paragraph is not required. 

Airplane Flight Manual (AFM) Revision 

(i) Concurrently with accomplishing the 

actions required by paragraph (g) of this AD: 

Do the actions specified in paragraphs (i)(1) 

and (i)(2) of this AD. 

(1) Revise Section 1 of the Limitations 

section of the Boeing 757 AFM to include the 

following statement. This may be done by 

inserting a copy of this AD in the AFM. 

‘‘Intentional dry running of a center tank 

fuel pump (CTR L FUEL PUMP or CTR R 

FUEL PUMP message displayed on EICAS) is 

prohibited.’’

Note 2: When a statement identical to that 

in paragraph (i)(1) of this AD has been 

included in the general revisions of the AFM, 

the general revisions may be inserted into the 

AFM, and the copy of this AD may be 

removed from the AFM. 

(2) Revise Section 3.1 of the Normal 

Procedures section of the Boeing 757 AFM to 

include the following statements. This may 

be done by inserting a copy of this AD in the 

AFM. 

‘‘Procedures contained on this page are 

applicable to airplanes equipped with the 

automatic center tank fuel pump power 

removal system per Boeing Service Bulletin 

757–28A0081 (757–200 Series) or 757–

28A0082 (757–300 Series). 

CENTER TANK FUEL PUMPS 

Center tank fuel pump switches must not 

be ‘‘ON’’ unless personnel are available in 

the flight deck to monitor low PRESS lights. 

For ground operations prior to engine start: 

The center tank fuel pump switches must not 

be positioned ON unless the center tank 

contains usable fuel. With center tank fuel 

pump switches ON, verify both center tank 

fuel pump low PRESS lights are illuminated 

and EICAS CTR L FUEL PUMP and CTR R 

FUEL PUMP messages are displayed. 

For ground operations after engine start 

and flight operations: The center tank fuel 

pump switch must be selected OFF when the 

respective CTR L FUEL PUMP or CTR R 

FUEL PUMP message displays. Both center 

tank fuel pump switches must be selected 

OFF when either the CTR L FUEL PUMP or 

CTR R FUEL PUMP message displays if the 

center tank is empty. During cruise flight, 

both center tank pump switches may be 

reselected ON whenever center tank usable 

fuel is indicated. 

DE-FUELING AND FUEL TRANSFER 

When transferring fuel or de-fueling center 

or main wing tanks, the center fuel pump low 

PRESS must be monitored and the fuel pump 

switches positioned to ‘‘OFF’ at the first 

indication of low pressure. Prior to 

transferring fuel or de-fueling, conduct a 

lamp test of the respective fuel pump low 

PRESS lights. 

De-fueling main wing tanks with 

passengers onboard is prohibited if main tank 

fuel pumps are powered. De-fueling center 

wing tank with passengers onboard is 

prohibited if the center wing tank fuel pumps 

are powered with the automatic center tank 

fuel pump power removal system inhibited. 

Fuel may be transferred from tank to tank, or 

the aircraft may be de-fueled with passengers 

onboard, provided fuel quantity in the tank 

from which fuel is being transferred from is 

maintained above 2,000 pounds (900 

kilograms).’’

Note 3: When statements identical to those 

in paragraph (i)(2) of this AD have been 

included in the general revisions of the AFM, 

the general revisions may be inserted into the 

AFM, and the copy of this AD may be 

removed from the AFM. 

Airworthiness Limitations (AWLs) Revision 

for AWL No. 28–AWL–20 

(j) Concurrently with accomplishing the 

actions required by paragraph (g) of this AD: 

Revise the AWLs section of the Instructions 

for Continued Airworthiness (ICA) by 

incorporating AWL No. 28–AWL–20 of 

Subsection G of Section 9 of the Boeing 757 

Maintenance Planning Data (MPD) 

Document, D622N001–9, Revision January 

2006, into the MPD. Accomplishing the 

revision in accordance with a later revision 

of the MPD is an acceptable method of 

compliance if the revision is approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA. 

Installation of Secondary Override Pump 

Control Relays 

(k) Within 60 months after the effective 

date of this AD: Replace fuel control panel 

assembly part number 233N3206–( ) 

(equipment number M10055) with a 

modified fuel control assembly, install the 

secondary override pump control relays for 

the center tank fuel pumps in the P33 and 

P37 relay panels, and do all other specified 

actions as applicable, by accomplishing all of 

the applicable actions specified in the 

applicable service bulletin. The other 

specified actions must be accomplished 

before further flight after installing the 

secondary override pump control relays. 

Concurrent Modification of the M10055 Fuel 

Control Panel Assembly 

(l) For airplanes identified in paragraph 

1.A.1. of Boeing Service Bulletin 757–

28A0105, Revision 1, dated April 2, 2007, 

equipped with any fuel control panel 

assembly identified in paragraph 1.A. of BAE 

Systems Service Bulletin 233N3206–28–03, 

dated October 4, 2006: Before or concurrently 

with accomplishing the actions required by 

paragraph (k) of this AD, modify the fuel 

control panel assembly, in accordance with 

BAE Systems Service Bulletin 233N3206–28–

03, dated October 4, 2006. 

AWLs Revision for AWL No. 28–AWL–26 

(m) Before or concurrently with 

accomplishing the actions required by 

paragraph (k) of this AD: Revise the AWLs 

section of the ICA by incorporating AWL No. 

28–AWL–26 of Boeing Temporary Revision 

(TR) 09–006, dated January 2007, into the 

MPD. Boeing TR 09–006 is published as 

Section 9 of the Boeing 757 MPD Document, 

D622N001–9, Revision January 2007. 

Accomplishing the revision in accordance 

with a later revision of the MPD is an 

acceptable method of compliance if the 

revision is approved by the Manager, Seattle 

ACO. 

Terminating Action for AD 2002–24–51 

(n) Accomplishing the actions required by 

paragraphs (g), (h), (i), and (j) of this AD 

terminates the AFM limitations required by 

paragraph (e) of AD 2002–24–51 for Model 

757–200, –200CB, –200PF, and –300 series 

airplanes that have the automatic shutoff 

system installed, except for the following 

limitation: ‘‘Warning Do not reset a tripped 

fuel pump circuit breaker.’’

Except for this limitation, all other AFM 

limitations required by paragraph (e) of AD 

2002–24–51 for Model 757–200, –200CB, 

–200PF, and –300 series airplanes may be 

removed from the AFM after accomplishing 

the actions required by paragraphs (g), (h), (i), 

and (j) of this AD. 

Credit for Actions Done According to 

Previous Issue of Service Bulletin 

(o) Actions accomplished before the 

effective date of this AD in accordance with 

Boeing Alert Service Bulletin 757–28A0105, 

dated January 31, 2007, are considered 

acceptable for compliance with the 


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30760 Federal Register / Vol. 73, No. 104 / Thursday, May 29, 2008 / Rules and Regulations 

corresponding actions specified in paragraph 

(k) of this AD. 

Terminating Action for Certain Airplanes 

(p) For Model 757–200 and –300 series 

airplanes: Installing and maintaining TDG 

Aerospace, Inc. Universal Fault Interrupter 

(UFI), in accordance with Supplemental 

Type Certificate (STC) ST01950LA, 

terminates the actions required by paragraphs 

(g) through (m) of this AD; provided that, 

concurrently with installing a UFI on any 

airplane in an operator’s fleet, a placard is 

installed adjacent to the pilot’s primary flight 

display on all airplanes in the operator’s fleet 

not equipped with a UFI. The placard reads 

as follows (alternative placard wording may 

be used if approved by an appropriate FAA 

Principal Operations Inspector): ‘‘AD 2002–

24–51 fuel usage restrictions required.’’

Installation of a placard in accordance with 

paragraph (e) of AD 2002–19–52 or paragraph 

(h) of this AD is acceptable for compliance 

with the placard installation required by this 

paragraph. Installing a UFI in accordance 

with STC ST01950LA, or an automatic 

shutoff system in accordance with paragraph 

(g) of this AD, on an airplane terminates the 

placard installation required by this 

paragraph for only that airplane. Installing 

UFIs in accordance with STC ST01950LA, or 

automatic shutoff systems in accordance with 

paragraph (g) of this AD, on all airplanes in 

an operator’s fleet terminates the placard 

installation required by this paragraph for all 

airplanes in an operator’s fleet. If UFIs or 

automatic shutoff systems are installed 

concurrently on all airplanes in an operator’s 

fleet, or if operation according to the fuel 

usage restrictions of AD 2002–24–51 is 

maintained until UFIs or automatic shutoff 

systems are installed on all airplanes in an 

operator’s fleet, the placard installation 

specified in this paragraph is not required. 

Terminating Action for AWLs Revision 

(q) Incorporating AWLs No. 28–AWL–20 

and No. 28–AWL–26 into the AWLs section 

of the ICA in accordance with paragraph 

(g)(3) of AD 2008–10–11 terminates the 

corresponding action required by paragraphs 

(j) and (m) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(r)(1) The Manager, Seattle ACO, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with the procedures 

found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

Material Incorporated by Reference 

(s) You must use the service information 

contained in Table 2 of this AD to do the 

actions required by this AD, as applicable, 

unless the AD specifies otherwise. 

TABLE 2.—MATERIAL INCORPORATED BY REFERENCE

Service information Revision Date 

BAE Systems Service Bulletin 233N3206–28–03 ............................................................................ Original ......................... October 4, 2006.

Boeing Alert Service Bulletin 757–28A0081 .................................................................................... Original ......................... February 16, 2006. 

Boeing Alert Service Bulletin 757–28A0082 .................................................................................... Original ......................... February 16, 2006. 

Boeing Service Bulletin 757–28A0105 ............................................................................................. 1 ................................... April 2, 2007. 

Boeing 757 Maintenance Planning Data Document, D622N001–9, Section 9, Subsection G ....... January 2006 ............... January 2006. 

Boeing Temporary Revision 09–006 to the Boeing 757 Maintenance Planning Data Document, 

D622N001–9. Boeing Temporary Revision 09–006 is published as Section 9 of the Boeing 

757 Maintenance Planning Data Document, D622N001–9, Revision January 2007.

Original ......................... January 2007. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. 

(3) You may review copies of the service 

information that is incorporated by reference 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on May 8, 

2008. 

Michael J. Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–11275 Filed 5–28–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–0263; Directorate 

Identifier 2007–NM–207–AD; Amendment 

39–15530; AD 2008–11–08] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–600, –700, –700C, –800, 

–900, and –900ER Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Boeing Model 737–600, –700, –700C, 

–800, –900, and –900ER series 

airplanes. This AD requires repetitive 

inspections for any cracking of or 

damage to the left side and right side 

flight deck No. 2, No. 4, and No. 5 

windows, as necessary, and corrective 

actions if necessary. This AD results 

from reports of in-flight departure and 

separation of the flight deck windows. 

We are issuing this AD to detect and 

correct cracking in the vinyl interlayer 

or damage to the structural inner glass 

panes of the flight deck No. 2, No. 4, 

and No. 5 windows, which could result 

in loss of a window and rapid loss of 

cabin pressure. Loss of cabin pressure 

could cause crew communication 

difficulties or crew incapacitation. 

DATES: This AD is effective July 3, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 3, 2008. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

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, 


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