Federal Register / Vol. 80, No. 188 / Tuesday, September 29, 2015 / Rules and Regulations 58357 

subparagraphs, but you must still complete 

the actions in paragraph (j) of this AD, 

including all subparagraphs. 

(5) If no nut movement occurs during the 

torque check required in paragraph (i)(3) of 

this AD, do one of the following actions: 

(i) Within the next 1,000 hours TIS after 

November 3, 2015 (the effective date of this 

AD), replace the control column pivot 

bearing following paragraph 2.B. of the 

Accomplishment Instructions of the 

applicable service information listed in 

paragraphs (i)(1)(i) through (i)(1)(iv) of this 

AD; or 

(ii) Within the next 1,000 hours TIS after 

November 3, 2015 (the effective date of this 

AD), revise (modify) the control column 

pivot bearing configuration with the 

improved design using the applicable service 

information listed in paragraphs (h)(1)(i) 

through (h)(1)(iv) of this AD. Revising 

(modifying) the configuration of the control 

column pivot bearing with the improved 

design terminates the repetitive replacement 

of the original control column pivot bearing. 

(j) Inspect the Elevator Control Rod Ends 

and Hardware 

(1) Within the next 200 hours TIS after 

November 3, 2015 (the effective date of this 

AD), inspect the elevator control rod ends 

and hardware for wear, creasing, or other 

damage and verify the elevator rod bolt and 

attachment hardware for correct 

configuration following paragraph 2.D. of the 

Accomplishment Instructions of the 

applicable service information listed in 

paragraphs (i)(1)(i) through (i)(1)(iv) of this 

AD. 

(2) If any damage is found during the 

inspection required in paragraph (j)(1) of this 

AD or the elevator rod bolt and attachment 

hardware does not match the correct 

configuration, before further flight, replace 

the elevator rod bolt, rod ends, and 

associated hardware following paragraph 2.D. 

of the Accomplishment Instructions of the 

applicable service information listed in 

paragraphs (i)(1)(i) through (i)(1)(iv) of this 

AD. 

(3) Replace the elevator rod end bolt and 

associated hardware following paragraph 2.D. 

of the Accomplishment Instructions of the 

applicable service information listed in 

paragraphs (i)(1)(i) through (i)(1)(iv) of this 

AD at whichever of the following compliance 

times applies and repetitively thereafter at 

intervals not to exceed 10,000 hours TIS: 

(i) For airplanes where the elevator rod bolt 

has been replaced: Within the next 10,000 

hours TIS after the last elevator rod bolt 

replacement or within the next 1,000 hours 

TIS after November 3, 2015 (the effective date 

of this AD), whichever occurs later; or 

(ii) For airplanes where the elevator rod 

bolt has never been replaced: Within the next 

200 hours TIS after November 3, 2015 (the 

effective date of this AD). 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Fort Worth Airplane 

Certification Office, 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 

paragraph (l)(1) of this AD. 

(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. 

(l) Related Information 

(1) For more information about this AD, 

contact Andrew McAnaul, Aerospace 

Engineer, FAA, ASW–143 (c/o San Antonio 

MIDO), 10100 Reunion Place, Suite 650, San 

Antonio, Texas 78216; phone: (210) 308– 

3365; fax: (210) 308–3370; email: 

andrew.mcanaul@faa.gov. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) M7 Aerospace LLC SA26 Series Service 

Bulletin No. 26–27–30–046 R2, dated 

December 5, 2014. 

(ii) M7 Aerospace LLC SA226 Series 

Service Bulletin No. 226–27–060 R2, dated 

December 5, 2014. 

(iii) M7 Aerospace LLC SA227 Series 

Service Bulletin No. 227–27–041 R2, dated 

December 5, 2014. 

(iv) M7 Aerospace LLC SA227 Series 

Commuter Category Service Bulletin No. 

CC7–27–010 R2, December 5, 2014. 

(v) Fairchild Aircraft SA26 Series Service 

Bulletin No. 26–27–30–047, dated June 16, 

1997. 

(vi) Fairchild Aircraft SA226 Series Service 

Bulletin No. 226–27–061, dated June 16, 

1997. 

(vii) Fairchild Aircraft SA227 Series 

Service Bulletin No. 227–27–042, dated June 

16, 1997. 

(viii) Fairchild Aircraft SA227 Series 

Commuter Category No. CC7–27–011, dated 

June 16, 1997. 

(3) For service information identified in 

this AD, contact M7 Aerospace LLC, 10823 

NE Entrance Road, San Antonio, Texas 

78216; phone: (210) 824–9421; fax: (210) 

804–7766; Internet: http://www.elbitsystemsus.com; email: MetroTech@

M7Aerospace.com. 

(4) You may view this service information 

at FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call 816–329–4148. 

(5) You may view this 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/cfr/ibrlocations.html. 

Issued in Kansas City, Missouri, on 

September 17, 2015. 

Melvin Johnson, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–24249 Filed 9–28–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0773; Directorate 

Identifier 2014–NM–068–AD; Amendment 

39–18271; AD 2015–19–09] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 787–8 

airplanes. This AD was prompted by 

reports of a potential latent failure of the 

fuel shutoff valve actuator circuitry, 

which was not identified during 

actuator development. This AD requires 

replacing certain engine and auxiliary 

power unit (APU) fuel shutoff valve 

actuators with new actuators, and also 

requires revising the maintenance or 

inspection program to include a new 

airworthiness limitation into the 

Airworthiness Limitations Section 

(ALS) of the Instructions for Continued 

Airworthiness (ICA). We are issuing this 

AD to detect and correct latent failures 

of the fuel shutoff valve to the engine 

and auxiliary power unit (APU), which 

could result in the inability to shut off 

fuel to the engine and APU and, in case 

of certain fires, an uncontrollable fire 

that could lead to structural failure. 

DATES: This AD is effective November 3, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 3, 2015. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 


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58358 Federal Register / Vol. 80, No. 188 / Tuesday, September 29, 2015 / Rules and Regulations 

availability of this material at the FAA, 

call 425–227–1221. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0773. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0773; 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 (phone: 800–647–5527) is 

Docket 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: 

Rebel Nichols, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6509; fax: 

425–917–6590; email: Rebel.Nichols@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all The Boeing Company Model 

787–8 airplanes. The NPRM published 

in the Federal Register on November 17, 

2014 (79 FR 68384). The NPRM was 

prompted by reports of a potential latent 

failure of the fuel shutoff valve actuator 

circuitry, which was not identified 

during actuator development. The 

NPRM proposed to require replacing 

certain engine and APU fuel shutoff 

valve actuators with new actuators, and 

also proposed revising the maintenance 

or inspection program to include a new 

airworthiness limitation into the ALS of 

the ICA. We are issuing this AD to 

detect and correct latent failures of the 

fuel shutoff valve to the engine and 

APU, which could result in the inability 

to shut off fuel to the engine and APU 

and, in case of certain fires, an 

uncontrollable fire that could lead to 

structural failure. 

Record of Ex Parte Communication 

In preparation of AD actions such as 

NPRMs and immediately adopted rules, 

it is the practice of the FAA to obtain 

technical information and information 

on operational and economic impacts 

from design approval holders and 

aircraft operators. We discussed certain 

comments addressed in this final rule in 

a teleconference with Airlines for 

America (A4A) and other members of 

the aviation industry. All of the 

comments discussed during this 

teleconference that are relevant to this 

final rule are addressed in this final rule 

in response to comments submitted by 

other commenters. A discussion of this 

contact can be found in the rulemaking 

docket at http://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2014–0773. 

Clarification of Certain Terminology 

Throughout the preamble of this final 

rule, commenters may have used the 

terms ‘‘fuel shutoff valve’’ and ‘‘fuel 

spar valve’’ interchangeably. Both terms 

refer to the same part. In our responses 

to comments, we have used the term 

‘‘fuel shutoff valve.’’ The term ‘‘fuel spar 

valve’’ is more commonly used in 

airplane maintenance documentation 

and, therefore, we have used that term 

in figure 1 to paragraph (g) of this AD. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 68384, 

November 17, 2014) and the FAA’s 

response to each comment. 

Request To Withdraw the NPRM (79 FR 

68384, November 17, 2014) 

All Nippon Airways (ANA) stated that 

the NPRM (79 FR 68384, November 17, 

2014) proposed a revision of the 

maintenance program or inspection 

program that added an inspection every 

10 days. ANA explained that it believes 

this action is not necessary. ANA stated 

that it has used fuel shutoff valve 

actuators having part number (P/N) 53– 

0037 on its airplanes since their 

delivery, and that these fuel shutoff 

valve actuators have accumulated 

1,607,870 flight hours. ANA stated that 

it has removed a total of 9 fuel shutoff 

valve actuators; however, it has never 

experienced a stuck micro-switch issue, 

and has experienced only a motor issue. 

ANA also stated that it has performed a 

one-time operational check on 10 

airplanes with no findings. 

We infer that the commenter requests 

that we withdraw the NPRM (79 FR 

68384, November 17, 2014). We disagree 

with the commenter’s request. We have 

determined that an unsafe condition 

exists that warrants an interim action 

until the modified actuator that will 

address the identified unsafe condition 

is installed. Boeing did not formally 

comment on whether it considers this 

issue to be an unsafe condition. We 

have determined that, without the 

required interim action, a significant 

number of flights with a fuel shutoff 

valve actuator that is failed latently in 

the open valve position will occur 

during the affected fleet life. With a 

failed fuel shutoff valve, if certain fire 

conditions were to occur, or if extreme 

engine or APU damage were to occur, or 

if an engine separation event were to 

occur during flight, the crew procedures 

for such an event would not stop the 

fuel flow to the engine strut and nacelle 

or APU. The continued flow of fuel 

could cause an uncontrolled fire or lead 

to a fuel exhaustion event. 

The FAA regulations require all 

transport airplanes to be fail safe with 

respect to engine fire events, and the 

risk due to severe engine damage events 

be minimized. Therefore, we require, for 

each flight, sufficiently operative fire 

safety systems so that fires can be 

detected and contained, and fuel to the 

engine strut and nacelle or APU can be 

shut off in the event of an engine or 

APU fire or severe damage. 

The FAA airworthiness standards 

require remotely controlled powerplant 

valves to provide indications that the 

valves are in the commanded position. 

These indications allow the prompt 

detection and correction of valve 

failures. We do not allow dispatch with 

a known inoperative fuel shutoff valve. 

Therefore, we are proceeding with the 

final rule, not because of the higherthan-typical failure rate of the particular 

valve actuator involved, but instead 

because the fuel shutoff valve actuator 

can fail in a manner that also defeats the 

required valve position indication 

feature. That failure can lead to a large 

number of flights occurring on an 

airplane with a fuel shutoff valve 

actuator failed in the open position 

without the operator being aware of the 

failure. Airworthiness limitations 

containing required inspections are 

intended to limit the number of flights 

following latent failure of the fuel 

shutoff valve. Issuance of an AD is the 

appropriate method to correct the 

unsafe condition. We have not changed 

this final rule in this regard. 

Request To Extend the Test Interval for 

the Engine and APU Fuel Shutoff Valve 

Actuators 

ANA requested that we extend the 

test interval for the engine and APU fuel 

shutoff valve actuators from 10 days to 

400 flight cycles. ANA stated it does not 

understand the reason why we proposed 

a test interval of 10 days, which ANA 

thinks is too short. ANA stated that, 

according to its removal data, the 


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earliest actuator removal is at 467 flight 

hours and 442 flight cycles. ANA 

explained that the fuel shutoff valve 

operates only once (open-close) per one 

cycle; therefore, ANA proposed a test 

interval of 400 flight cycles, which 

would be below 442 flight cycles. 

We disagree with the commenter’s 

request to extend the test interval. An 

increase in the test interval from 10 days 

to 400 flight cycles would result in at 

least ten times as many flights at risk of 

an uncontrollable engine fire. Requiring 

the test at a 10-day interval has been 

deemed practical and is similar to 

inspections on other models that require 

maintenance action to test the actuator 

function. We have not changed this AD 

in this regard. 

Request To Revise Parts Installation 

Prohibition Paragraph 

ANA requested that we remove the 

restriction on installing a motoroperated valve actuator having P/N 53– 

0037 on crossfeed valve and defuel/

isolation valve positions. ANA stated 

that actuator failure in these two 

positions does not lead to a structural 

failure or uncontrollable fire condition 

that is referenced in the unsafe 

condition. 

We agree with the commenter’s 

request. The vulnerability of the 

crossfeed system is not as significant as 

that of the engine/APU fuel feed system. 

We have revised paragraph (j) of this AD 

to limit the prohibition on installing a 

motor-operated valve actuator having P/ 

N 53–0037 to the engine fuel shutoff 

valve and APU fuel shutoff valve. 

Request To Revise Service Information 

Identification 

Boeing requested that we correct a 

reference to unrelated service 

information specified in figure 1 to 

paragraph (g) of this AD. 

We disagree with the commenter’s 

request because the NPRM (79 FR 

68384, November 17, 2014) identified 

the correct service information, i.e., 

Boeing Service Bulletin B787–81205– 

SB280015–00, Issue 002, dated June 19, 

2014. We have not changed this AD in 

this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously, 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

68384, November 17, 2014) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 68384, 

November 17, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Service Bulletin 

B787–81205–SB280015–00, Issue 002, 

dated June 19, 2014. The service 

information describes procedures for 

replacing the engine and APU fuel 

shutoff valve actuators. This service 

information is reasonably available 

because the interested parties have 

access to it through their normal course 

of business or by the means identified 

in the ADDRESSES section of this AD. 

Costs of Compliance 

We estimate that this AD affects 6 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on 

U.S. operators 

Maintenance program revision ....................... 1 work-hour × $85 per hour = $85 ................. $0 $85 $510 

Engine and APU fuel shutoff valve actuator 

replacement.

10 work-hours × $85 per hour = $850 ........... 0 850 5,100 

According to the manufacturer, some 

of the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected individuals. We 

do not control warranty coverage for 

affected individuals. As a result, we 

have included all available costs in our 

cost estimate. 

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), 

(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. 

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. 


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58360 Federal Register / Vol. 80, No. 188 / Tuesday, September 29, 2015 / Rules and Regulations 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2015–19–09 The Boeing Company: 

Amendment 39–18271; Docket No. 

FAA–2014–0773; Directorate Identifier 

2014–NM–068–AD. 

(a) Effective Date 

This AD is effective November 3, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 787–8 airplanes, certificated 

in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 28, Fuel. 

(e) Unsafe Condition 

This AD was prompted by reports of a 

potential latent failure of the fuel shutoff 

valve actuator circuitry, which was not 

identified during actuator development. We 

are issuing this AD to detect and correct 

latent failures of the fuel shutoff valve to the 

engine and auxiliary power unit (APU), 

which could result in the inability to shut off 

fuel to the engine and APU and, in case of 

certain fires, an uncontrollable fire that could 

lead to structural failure. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Maintenance or Inspection Program 

Revision 

Within 30 days after the effective date of 

this AD, revise the maintenance or inspection 

program, as applicable, to add Airworthiness 

Limitation (AWL) Number 28–AWL–ACT, 

‘‘Engine and APU Fuel Shutoff Valve (Fuel 

Spar Valve) Actuator Test,’’ by incorporating 

the information specified in figure 1 to 

paragraph (g) of this AD into the 

Airworthiness Limitations Section of the 

Instructions for Continued Airworthiness. 

This may be accomplished by inserting a 

copy of Airworthiness Limitation Number 

28–AWL–ACT, ‘‘Engine and APU Fuel 

Shutoff Valve (Fuel Spar Valve) Actuator 

Test,’’ into the maintenance or inspection 

program, as applicable. For the airplanes 

identified in the applicability note of 

Airworthiness Limitation Number 28–AWL– 

ACT, ‘‘Engine and APU Fuel Shutoff Valve 

(Fuel Spar Valve) Actuator Test,’’ the initial 

compliance time for accomplishing the 

actions specified in figure 1 to paragraph (g) 

of this AD is within 10 days after 

accomplishment of the maintenance or 

inspection program revision, as applicable, 

required by this paragraph. When the engine 

and APU fuel shutoff valve actuators have 

been replaced as required by paragraph (i) of 

this AD, the Airworthiness Limitation 

Number 28–AWL–ACT, ‘‘Engine and APU 

Fuel Shutoff Valve (Fuel Spar Valve) 

Actuator Test,’’ required by this paragraph 

may be removed from the maintenance or 

inspection program, as applicable. 

FIGURE 1 TO PARAGRAPH (g) OF THIS AD: ENGINE AND APU FUEL SHUTOFF VALVE (FUEL SPAR VALVE) ACTUATOR TEST

AWL No. Task Interval Applicability Description 

28–AWL–ACT ... ALI .... 10 DAYS ............................ ALL ..................................... Engine and APU Fuel Shutoff Valve (Fuel Spar Valve) 

Actuator Test 

INTERVAL NOTE: Not required on days when the 

airplane is not operated. 

The test must be done 

before further flight if it 

has been 10 or more calendar days since the last 

inspection.

APPLICABILITY NOTE: 

This AWL applies to airplanes with Eaton Aerospace Ltd. fuel spar valve 

actuators having part 

number 53–0037 installed at the engine or 

APU fuel shutoff valve location.

Concern: The fuel spar valve actuator design can result 

in airplanes operating with a failed fuel spar valve actuator that is not reported. A latently failed fuel spar 

valve actuator would prevent fuel shutoff to an engine or APU. In the event of certain engine or APU 

fires, the potential exists for an engine or APU fire to 

be uncontrollable. 

Perform the following tests in accordance with Boeing 

Service Bulletin B787–81205–SB280015–00, Issue 

002, dated June 19, 2014. 

1. Do PART 1: ENGINE FUEL SPAR VALVE ACTUATOR TEST as described in Boeing Service Bulletin 

B787–81205–SB280015–00, Issue 002, dated June 

19, 2014. 

a. If the left engine fuel spar valve actuator has 

part number 53–0037, perform the left engine 

fuel spar valve actuator test. 

b. If the right engine fuel spar valve actuator has 

part number 53–0037, perform the right engine 

fuel spar valve actuator test. 

c. If either test fails, repair faults as required (refer 

to Boeing Airplane Maintenance Manual 28–22– 

02). 

2. Do PART 2: APU FUEL SPAR VALVE ACTUATOR 

TEST as described in Boeing Service Bulletin B787– 

81205–SB280015–00, Issue 002, dated June 19, 

2014. 

a. If the APU fuel spar valve actuator has part 

number 53–0037, perform the APU fuel spar 

valve actuator test. 

b. If the test fails, before further flight requiring 

APU availability, repair faults as required (refer 

to Boeing Airplane Maintenance Manual 28–25– 

03). 

NOTE: Dispatch may be permitted per MMEL 28–25– 

03 if the APU is not required for flight. 


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(h) No Alternative Actions and Intervals 

Except as specified in paragraph (i) of this 

AD: After accomplishment of the 

maintenance or inspection program revision 

required by paragraph (g) of this AD, no 

alternative actions (e.g., inspections) or 

intervals may be used unless the actions or 

intervals are approved as an alternative 

method of compliance (AMOC) in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(i) Replacement 

Within 36 months after the effective date 

of this AD, replace the engine and APU fuel 

shutoff valve actuators having part number 

(P/N) 53–0037 with P/N 53–0049, in 

accordance with Part 5 or Part 6, as 

applicable, of the Accomplishment 

Instructions of Boeing Service Bulletin B787– 

81205–SB280015–00, Issue 002, dated June 

19, 2014. When all the engine and APU fuel 

shutoff valve actuators have been replaced as 

required by this paragraph, Airworthiness 

Limitation Number 28–AWL–ACT, ‘‘Engine 

and APU Spar Valve Actuator Test,’’ required 

by paragraph (g) of this AD may be removed 

from the maintenance or inspection program, 

as applicable. 

(j) Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install on any airplane a motoroperated valve actuator having P/N 53–0037 

in the engine or APU fuel shutoff valve 

location. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (l) of this AD. Information may be 

emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(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. 

(3) For service information that contains 

steps that are labeled as Required for 

Compliance (RC), the provisions of 

paragraphs (k)(3)(i) and (k)(3)(ii) apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. An AMOC is required 

for any deviations to RC steps, including 

substeps and identified figures. 

(ii) Steps not labeled as RC may be 

deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(l) Related Information 

For more information about this AD, 

contact Rebel Nichols, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6509; fax: 425–917–6590; 

email: Rebel.Nichols@faa.gov. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Service Bulletin B787–81205– 

SB280015–00, Issue 002, dated June 19, 2014. 

(ii) Reserved. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https://

www.myboeingfleet.com. 

(4) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

September 15, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–24145 Filed 9–28–15; 8:45 am] 

BILLING CODE 4910–13–P 


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