Federal Register / Vol. 76, No. 105 / Wednesday, June 1, 2011 / Rules and Regulations 31459 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave., SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

Related Information 

(h) Refer to MCAI EASA AD No.: 2011– 

0020, dated February 7, 2011; Diamond 

Aircraft Industries GmbH Mandatory Service 

Bulletin No. MSB 42–088/2, dated February 

3, 2011; and Work Instruction WI–MSB 42– 

088, dated February 3, 2011, for related 

information. For service information related 

to this AD, contact Diamond Aircraft 

Industries GmbH, N.A. Otto-Stra+e 5, A–2700 

Wiener Neustadt, Austria, telephone: +43 

2622 26700; fax: +43 2622 26780; e-mail: 

office@diamond-air.at; Internet: http:// 

www.diamond-air.at. You may review copies 

of the referenced service information at the 

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. 

Material Incorporated by Reference 

(i) You must use Diamond Aircraft 

Industries GmbH Mandatory Service Bulletin 

No. MSB 42–088/2, dated February 3, 2011; 

and Work Instruction WI–MSB 42–088, dated 

February 3, 2011, to do the actions required 

by this AD, unless the AD specifies 

otherwise. 

(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 Diamond Aircraft Industries 

GmbH, N.A. Otto-Stra+e 5, A–2700 Wiener 

Neustadt, Austria, telephone: +43 2622 

26700; fax: +43 2622 26780; e-mail: 

office@diamond-air.at; Internet: http:// 

www.diamond-air.at. 

(3) You may review copies of the 

referenced service information at the 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. 

(4) You may also review copies of the 

service information incorporated by reference 

for this AD 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 Kansas City, Missouri, on May 

18, 2011. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2011–12898 Filed 5–31–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0673; Directorate 

Identifier 2009–NM–208–AD; Amendment 

39–16705; AD 2011–11–06] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

SYSTEMS (OPERATIONS) LIMITED 

Model BAe 146 and Avro 146–RJ 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) 

that applies to the products listed above. 

This AD results from mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as: 

In June 2000, prompted by a crack found 

at the top of the Nose Landing Gear (NLG) 

oleo, BAE Systems Operations) Ltd (BAE 

Systems) issued Inspection Service Bulletin 

(ISB) ISB.32–158. * * * 

Later, as part of an accident investigation, 

the examination of a fractured NLG main 

fitting showed that M–D (Messier-Dowty) 

SB.146–32–150 was not accomplished * * *. 

BAE Systems determined that more NLG 

units could be similarly affected. * * * 

Subsequently, investigation and analysis 

by M–D identified the need for a reduction 

of the inspection threshold and the repetitive 

inspection interval for the affected NLG units 

* * *. 

* * * * * 

* * * [I]nvestigation by M–D showed that 

if any undetected crack was present at the 

time of the embodiment of M–D SB 146–32– 

150, Part B or Part C, it could continue to 

grow while the NLG is in service and could 

lead to the failure of the main fitting and 

possible collapse of the NLG. * * * [B]AE 

Systems have received additional reports of 

cracked NLG main fittings. One operator 

reported a crack in a premodification main 

fitting. * * * 

* * * * * 

Undetected cracks could lead to failure of 

the NLG Main Fitting and collapse of the 

NLG. 

* * * * * 

The unsafe condition is cracking of 

the NLG, which could adversely affect 

the airplane’s safe landing. We are 

issuing this AD to require actions to 

correct the unsafe condition on these 

products. 

DATES: This AD becomes effective July 

6, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of July 6, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on February 7, 2011 (76 FR 

6575), and proposed to supersede AD 

2002–03–10, Amendment 39–12651 (67 

FR 6855, February 14, 2002). That 

NPRM proposed to correct an unsafe 

condition for the specified products. 

The MCAI states: 

In June 2000, prompted by a crack found 

at the top of the Nose Landing Gear (NLG) 

oleo, BAE Systems (Operations) Ltd (BAE 

Systems) issued Inspection Service Bulletin 

(ISB) ISB.32–158. This ISB was classified 

mandatory by the United Kingdom Civil 

Aviation Authority under AD number 002– 

06–2000, requiring repetitive NonDestructive Testing (NDT) crack inspections 

on the upper end of the NLG oleo. The AD 

also provided an optional terminating action 

for the repetitive inspections, by embodiment 

of Messier-Dowty (M–D) Service Bulletin 

(SB) SB.146–32–150. 

Later, as part of an accident investigation, 

the examination of a fractured NLG main 

fitting showed that M–D SB.146–32–150 was 

not accomplished, although the records 

indicated that it had been. BAE Systems 

determined that more NLG units could be 

similarly affected. These NLG units were 

overhauled at Messier Services in Sterling, 

Virginia, in the United States. To address this 

situation, [European Aviation Safety Agency] 


jlentini on DSK4TPTVN1PROD with RULES
31460 Federal Register / Vol. 76, No. 105 / Wednesday, June 1, 2011 / Rules and Regulations 

EASA issued Emergency AD 2009–0043–E to 

require repetitive NDT inspections of each 

affected NLG unit and, if cracks are found, 

replacement with a serviceable unit, in 

accordance with the instructions of BAE 

Systems Alert ISB.A32–180 and M–D 

SB.146–32–149. 

Subsequently, investigation and analysis 

by M–D identified the need for a reduction 

of the inspection threshold and the repetitive 

inspection interval for the affected NLG units 

and replaced M–D SB 146–32–149 with 

M–D SB.146–32–174. Consequently, BAE 

Systems SB 32–158 was withdrawn and 

superseded by BAE Systems Alert ISB.A32– 

180 Revision 1, which was mandated by 

EASA Emergency AD 2009–0197–E. 

As further information became available, 

BAE Systems saw a need to clarify the 

compliance instructions in the ISB and 

issued Revision 2 of Alert Service Bulletin 

ISB.A32–180. The layout of Revision 2 was 

no longer compatible with the instructions of 

EASA Emergency AD 2009–0197–E, so EASA 

issued AD 2010–0001–E which superseded 

EASA AD 2009–0197–E and which reduced 

the threshold and interval of the repetitive 

NDT inspections and required repetitive NDT 

inspections of each affected NLG unit and, if 

cracks were found, the replacement of the 

NLG with a serviceable unit. 

The optional closing action of EASA AD 

2010–0001–E is embodiment of M–D SB 146– 

32–150 (polishing and shot peening of the 

NLG main fitting) or confirmation that it has 

already been accomplished, as applicable. 

Further investigation by M–D showed that if 

any undetected crack was present at the time 

of the embodiment of M–D SB 146–32–150, 

Part B or Part C, it could continue to grow 

while the NLG is in service and could lead 

to the failure of the main fitting and possible 

collapse of the NLG. For this reason, EASA 

issued AD 2010–0072 (and its revision 1) 

which required the introduction of repetitive 

NDT inspections (defined in BAE Systems 

ISB 32–181) on NLG main fittings following 

embodiment of M–D SB 146–32–150. Despite 

the aforementioned measures, BAE Systems 

have received additional reports of cracked 

NLG main fittings. One operator reported a 

crack in a pre-modification main fitting. Shot 

peening was not present, as this was a premodification gear, but the surface finish was 

better than that required for a postmodification fitting. This implies that the 

surface finish achieved by the modification 

may not be effective in preventing cracking. 

In addition, a positive inspection return from 

BAE Systems ISB 32–181 also questions 

whether the combination of improved surface 

finish and shot peening are effective, as a 

crack may have initiated from a surface 

which is compliant with the modification 

standard. 

It has been concluded that the polishing 

and the shot peening of the NLG main fitting 

embodied through M–D SB 146–32–150 are 

potentially ineffective in preventing cracks 

and that all NLG main fittings should be 

subject to the same 300 Flight Cycles (FC) 

repetitive inspection to ensure pre-critical 

crack detection. 

Undetected cracks could lead to failure of 

the NLG Main Fitting and collapse of the 

NLG. 

With that view, BAE Systems issued 

ISB.32–182 to implement this repetitive 300 

FC inspection on all NLG main fittings 

regardless of their modification standard. 

ISB.32–182 supersedes existing ISBs A32– 

180 and 32–181, initially with no closing 

action. 

For the reasons described above, this AD 

supersedes EASA Emergency AD 2010– 

0001–E and EASA AD 2010–0072 Revision 1 

and requires repetitive NDT inspections of all 

NLG main fittings and, if cracks are found, 

replacement of the NLG with a serviceable 

unit. 

This AD is revised to require corrective 

actions on the NLG main fittings and not on 

the whole NLGs. NLGs and NLG main fittings 

may have accumulated different flight cycle 

amounts. 

The unsafe condition is cracking of 

the NLG, which could adversely affect 

the airplane’s safe landing. You may 

obtain further information by examining 

the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a Note within the AD. 

Costs of Compliance 

We estimate that this AD will affect 1 

product of U.S. registry. 

There are no retained actions in this 

final rule that are required by AD 2002– 

03–10. 

We estimate that it will take about 1 

work-hour per product to comply with 

the new basic requirements of this AD. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the cost of this AD to the U.S. 

operators to be $85. 

We have received no definitive data 

that would enable us to provide a cost 

estimate for the on-condition actions 

specified in this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this 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 this AD: 

1. Is not a ’’significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ’’significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES


jlentini on DSK4TPTVN1PROD with RULES
Federal Register / Vol. 76, No. 105 / Wednesday, June 1, 2011 / Rules and Regulations 31461 

section. Comments will be available in 

the AD docket shortly after receipt. 

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 

removing Amendment 39–12651 (67 FR 

6855, February 14, 2002) and adding the 

following new AD: 

2011–11–06 BAE Systems (Operations) 

Limited: Amendment 39–16705. Docket 

No. FAA–2010–0673; Directorate 

Identifier 2009–NM–208–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective July 6, 2011. 

Affected ADs 

(b) This AD supersedes AD 2002–03–10, 

Amendment 39–12651. 

Applicability 

(c) This AD applies to BAE Systems 

(OPERATIONS) LIMITED Model BAe 146– 

100A, –200A, and –300A airplanes and 

Model Avro 146–RJ70A, 146–RJ85A, and 

146–RJ100A airplanes; certificated in any 

category; all serial numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

In June 2000, prompted by a crack found 

at the top of the Nose Landing Gear (NLG) 

oleo, BAE Systems (Operations) Ltd (BAE 

Systems) issued Inspection Service Bulletin 

(ISB) ISB.32–158. * * * 

Later, as part of an accident investigation, 

the examination of a fractured NLG main 

fitting showed that M–D (Messier-Dowty) 

SB.146–32–150 was not accomplished * * *. 

BAE Systems determined that more NLG 

units could be similarly affected. * * * 

Subsequently, investigation and analysis 

by M–D identified the need for a reduction 

of the inspection threshold and the repetitive 

inspection interval for the affected NLG units 

* * *. 

* * * * * 

* * * [I]nvestigation by M–D showed that 

if any undetected crack was present at the 

time of the embodiment of M–D SB 146–32– 

150, Part B or Part C, it could continue to 

grow while the NLG is in service and could 

lead to the failure of the main fitting and 

possible collapse of the NLG. * * * [B]AE 

Systems have received additional reports of 

cracked NLG main fittings. One operator 

reported a crack in a premodification main 

fitting. * * * 

* * * * * 

Undetected cracks could lead to failure of 

the NLG Main Fitting and collapse of the 

NLG. 

* * * * * 

The unsafe condition is cracking of the NLG, 

which could adversely affect the airplane’s 

safe landing. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection 

(g) Before the accumulation of 5,000 total 

flight cycles on the NLG main fitting, or 

within 300 flight cycles after the effective 

date of this AD, whichever occurs later, do 

an ultrasonic inspection on the upper part of 

the NLG main fitting for any crack, in 

accordance with the Accomplishment 

Instructions of Messier-Dowty Service 

Bulletin 146–32–174, Revision 2, dated 

August 16, 2010, including Appendix A, 

Revision 1, dated September 2, 2009. 

Thereafter, repeat the inspection at intervals 

not to exceed 300 flight cycles. 

(h) An inspection that has been done in 

accordance with the Accomplishment 

Instructions of Messier-Dowty Service 

Bulletin 146–32–174, Revision 1, dated 

September 2, 2009; or in accordance with the 

Accomplishment Instructions of MessierDowty Service Bulletin 146–32–175, 

Revision 2, dated March 5, 2010; before the 

effective date of this AD but not more than 

300 flight cycles before the effective date of 

this AD, is considered acceptable for 

compliance with the initial inspection 

required by paragraph (g) of this AD. 

Replacement 

(i) If any crack is found from the 

inspections required by paragraph (g) of this 

AD, before further flight, replace the NLG 

main fitting with a serviceable NLG main 

fitting, using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

European Aviation Safety Agency (EASA) (or 

its delegated agent). 

Note 1: Guidance on replacing the NLG 

main fitting with a serviceable NLG main 

fitting can be found in Subsection 32–20–11 

of BAE SYSTEMS (OPERATIONS) LIMITED 

BAe 146 Series/Avro 146–RJ Series Aircraft 

Maintenance Manual, AMM 146.153, 

Revision 101, dated July 15, 2010. 

(j) Replacing the NLG main fitting with a 

serviceable NLG main fitting is not a 

terminating action for the repetitive 

inspections required by paragraph (g) of this 

AD. 

Parts Installation 

(k) As of the effective date of this AD, no 

person may install an affected NLG main 

fitting on any airplane, unless that NLG main 

fitting has been inspected in accordance with 

paragraph (g) of this AD and no cracking is 

found. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(l) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1175; fax (425) 227–1149. 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. The AMOC approval letter 

must specifically reference this AD. 

(2) Airworthy Product: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer or other source, 

use these actions if they are FAA-approved. 

Corrective actions are considered FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

Related Information 

(m) Refer to MCAI EASA Airworthiness 

Directive 2010–0202R1, dated October 14, 

2010; and Messier-Dowty Service Bulletin 

146–32–174, Revision 2, dated August 16, 

2010, including Appendix A, Revision 1, 

dated September 2, 2009; for related 

information. 

Material Incorporated by Reference 

(n) You must use Messier-Dowty Service 

Bulletin 146–32–174, Revision 2, dated 

August 16, 2010, including Appendix A, 

Revision 1, dated September 2, 2009; to do 

the actions required by this AD, unless the 

AD specifies otherwise. (Page 6 of this 

document does not contain a revision level 

or date.) 

(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 Messier-Dowty service information 

identified in this AD, contact Messier 

Services Americas, Customer Support Center, 

45360 Severn Way, Sterling, Virginia 20166– 

8910; telephone 703–450–8233; fax 703–404– 

1621; Internet https:// 

techpubs.services.messier-dowty.com. 

(3) For BAE SYSTEMS (OPERATIONS) 

LIMITED service information identified in 

this AD, contact BAE SYSTEMS 


jlentini on DSK4TPTVN1PROD with RULES
31462 Federal Register / Vol. 76, No. 105 / Wednesday, June 1, 2011 / Rules and Regulations 

(OPERATIONS) LIMITED, Customer 

Information Department, Prestwick 

International Airport, Ayrshire, KA9 2RW, 

Scotland, United Kingdom; telephone +44 

1292 675207; fax +44 1292 675704; e-mail 

RApublications@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(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. 

(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 May 13, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–12585 Filed 5–31–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1044; Directorate 

Identifier 2010–NM–033–AD; Amendment 

39–16704; AD 2011–11–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model DC–10–10, DC–10– 

10F, DC–10–15, DC–10–30, DC–10–30F 

(KC–10A and KDC–10), DC–10–40, DC– 

10–40F; Model MD–10–10F, MD–10– 

30F, MD–11, and MD–11F Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the products listed above. That AD 

currently requires an inspection to 

determine if a certain fuel pump 

housing electrical connector is installed. 

The existing AD also requires a revision 

to the FAA-approved airplane flight 

manual (AFM) to advise the flightcrew 

of the appropriate procedures for 

disabling certain fuel pump electrical 

circuits following failure of a fuel pump 

housing electrical connector if 

applicable. The existing AD also 

requires the deactivation of certain fuel 

tanks or fuel pumps and the installation 

of placards if applicable. The existing 

AD allows the optional replacement of 

the fuel pump housing electrical 

connectors with new, improved parts, 

which would terminate the AFM 

revisions, deactivation of certain fuel 

tanks and fuel pumps, and placard 

installation. This new AD instead 

requires replacing the fuel pump 

housing electrical connector assembly 

with a new part and doing repetitive 

inspections for continuity, resistance, 

and insulation resistance, and doing 

corrective actions if necessary. This AD 

was prompted by reports of failures of 

a certain fuel pump housing electrical 

connector. We are issuing this AD to 

detect and correct insulation resistance 

degradation and arcing in the potted 

backside of the electrical connector 

assembly of the fuel boost/transfer 

pump housing, which could 

compromise its performance and cause 

an ignition source in the fuel tank, 

resulting in a fuel tank explosion and 

consequent loss of the airplane. 

DATES: This AD is effective July 6, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of July 6, 2011. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, California 90846–0001; 

telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

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: 

Philip Kush, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, 

Los Angeles Aircraft Certification 

Office, 3960 Paramount Boulevard, 

Lakewood, California 90712–4137; 

phone: 562–627–5263; fax: 562–627– 

5210.; e-mail: philip.kush@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede airworthiness 

directive (AD) 2007–15–05, amendment 

39–15134 (72 FR 40216, July 24, 2007). 

That AD applies to the specified 

products. The NPRM published in the 

Federal Register on November 5, 2010 

(75 FR 68246). That NPRM proposed to 

require replacing the fuel pump housing 

electrical assembly with a new part and 

doing repetitive inspections for 

continuity, resistance, and insulation 

resistance, and doing corrective actions, 

if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Request for Addition of Part Number 

FedEx requested that we add, in the 

header above the Summary and 

paragraphs (c), (e), and (f) of the 

proposed AD, the part number of the 

fuel pump housing electrical connector 

assembly requiring replacement. FedEx 

stated that the change will clarify the 

AD and avoid unnecessary work and 

cost to the operators. 

We partially agree with the 

commenter. We disagree with adding 

the part number of the fuel pump 

housing electrical connector assembly 

requiring replacement to the header 

information, paragraph (c), and 

paragraph (f) of this AD because the 

affected part could be rotated onto any 

of the airplanes listed in the 

applicability. However, we agree that 

clarification of paragraph (h) of this AD 

(referred to as paragraph (g) in the 

NPRM) is needed. In order to comply 

with this AD, for all airplanes in the 

applicability it must be determined if 

the fuel pump housing electrical 

connector assembly having part number 

(P/N) 60–84355–1 is installed. We have 

added paragraph (g) to specify the 

inspection to determine the part 

number. We have also added a reference 

of P/N 60–84355–1 to paragraph (h) of 

this AD for clarification. In addition, we 

have added a reference of P/N 60– 

84355–1 to paragraph (e) of this AD for 

clarification. 


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