Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 38397 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0454; Directorate 

Identifier 2008–NM–156–AD; Amendment 

39–16353; AD 2010–14–08] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–400, 747–400D, 

and 747–400F Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 747–400, 747–400D, and 747– 

400F series airplanes. For all airplanes, 

this AD requires installing new pump 

control and time delay relays, doing 

related investigative and corrective 

actions if necessary, and changing the 

wiring for the center and main fuel tank 

override/jettison fuel pumps; and, for 

certain airplanes, installing new relays 

and wiring for the horizontal stabilizer 

override/jettison fuel pumps. This AD 

also requires a revision to the 

maintenance program to incorporate 

Airworthiness Limitation No. 28–AWL– 

24 and No. 28–AWL–26. For certain 

airplanes, this AD also requires 

installing an automatic shutoff system 

for the horizontal stabilizer tank fuel 

pumps and installing new integrated 

display system software. This AD 

results from fuel system reviews 

conducted by the manufacturer. We are 

issuing this AD to prevent 

uncommanded operation of certain 

override/jettison pumps which could 

cause overheat, electrical arcs, or 

frictional sparks, and could lead to an 

ignition source inside a fuel tank. This 

condition, in combination with 

flammable fuel vapors, could result in a 

fuel tank explosion and consequent loss 

of the airplane. 

DATES: This AD is effective August 6, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of August 6, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1, fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Douglas Bryant, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6505; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Model 747–400, 747–400D, and 

747–400F series airplanes. That NPRM 

was published in the Federal Register 

on June 2, 2009 (74 FR 26317). That 

NPRM proposed to require installing 

new pump control and time delay 

relays, doing related investigative and 

corrective actions if necessary, and 

changing the wiring for the center and 

main fuel tank override/jettison fuel 

pumps; and, for certain airplanes, 

installing new relays and wiring for the 

horizontal stabilizer override/jettison 

fuel pumps. That NPRM also proposed 

to require a revision to the maintenance 

program to incorporate Airworthiness 

Limitation No. 28–AWL–24 and No. 28– 

AWL–26. For certain airplanes that 

NPRM proposed to require installing an 

automatic shutoff system for the 

horizontal stabilizer tank fuel pumps 

and installing new integrated display 

system software. 

Explanation of Revised Service 

Information 

Boeing has published Boeing Service 

Bulletins 747–28A2280 and 747– 

28A2281, both Revision 1, both dated 

November 25, 2009. In the NPRM, we 

referred to the original issues of Boeing 

Alert Service Bulletin 747–28A2280, 

dated August 7, 2008; and Boeing Alert 

Service Bulletin 747–28A2281, dated 

December 13, 2007. We referred to the 

original versions of these service 

bulletins as the appropriate sources of 

service information for accomplishing 

certain proposed actions. The 

procedures in Revision 1 of these 

service bulletins are essentially the 

same as those in the original issue of 

these service bulletins. Revision 1 

clarifies certain work instructions and 

specifies that no further work is 

necessary for airplanes on which the 

actions in the original issue were 

performed. Boeing Service Bulletin 747– 

28A2281, Revision 1, dated November 

25, 2009, also removes airplanes having 

variable numbers RT966 and RT967 

from the effectivity. These airplanes are 

not equipped with horizontal stabilizer 

tanks and therefore are not affected by 

the identified unsafe condition. 

Boeing has also published Boeing 

Service Bulletin 747–28A2262, Revision 

2, dated August 13, 2009. In the NPRM, 

we referred to Boeing Service Bulletin 

747–28A2262, Revision 1, dated May 8, 

2008, for accomplishing the installation 

of a new automatic shutoff system for 

the horizontal stabilizer tank (HST) fuel 

pumps, before or at the same time as the 

actions in Boeing Service Bulletin 747– 

28A2281. The procedures in Boeing 

Service Bulletin 747–28A2262, Revision 

2, dated August 13, 2009, are essentially 

the same as those in Boeing Service 

Bulletin 747–28A2262, Revision 1, 

dated May 8, 2008. Revision 2 clarifies 

certain work instructions and specifies 

that no further work is necessary for 

airplanes on which the actions in 

Revision 1 were performed. 

Therefore, we have changed this AD 

to refer to these revised service bulletins 

as the appropriate sources of service 

information for the applicable actions. 

We have also added a new paragraph (i) 

to this AD that specifies that actions 

done before the effective date of this AD 

in accordance with the previous issues 

of these service bulletins are acceptable 

for compliance with the corresponding 

requirements of this AD. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Request to Clarify Certain Language 

Boeing asks that the term ‘‘Integrated 

Display System (IDS)’’ be changed to 

‘‘IDS software’’ in all applicable sections 

of the NPRM. Boeing states that this 

change clarifies that the actions in the 

NPRM are for a software change to the 

IDS and not a change to the IDS 

hardware. 

We agree with the Boeing comment 

for the reason given. We have added the 

word ‘‘software’’ after all references to 

the IDS in this AD. 


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38398 Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 

Request To Remove Certain Airplanes 

Boeing asks that Model 747–400D and 

–400F airplanes be removed from 

paragraph (l) of the NPRM. Boeing states 

that Model 747–400D and –400F 

airplanes are not affected by the 

horizontal stabilizer tank (HST) changes 

because those airplanes do not have a 

HST. 

We agree with the Boeing comment 

for the reason provided. We have 

removed Model 747–400D and –400F 

airplanes from paragraph (m) of this AD 

(paragraph (m) was referred to as 

paragraph (l) in the NPRM). 

Request To Remove Airplane Flight 

Manual (AFM) Limitation 

Boeing asks that we remove the 

reference to the following AFM 

limitations: ‘‘The 17,000-lb center wing 

tank (CWT) minimum fuel amount to 

select the CWT override/jettison pumps 

ON during takeoff’’ and ‘‘There is no 

change to the maximum zero fuel gross 

weight found in the airplane flight 

manual.’’ Boeing states that the NPRM 

should be consistent with the AFM 

certificate limitations contained in AD 

2007–13–04, Amendment 39–15108 (72 

FR 33859, June 20, 2007). Boeing adds 

that in discussions regarding AFM 

limitations in this AD it was agreed that 

AFM limitations were not required for 

an obvious pilot action driven by engine 

indicating and crew alerting system 

(EICAS) messages. 

We agree with the Boeing comment 

for the reasons provided and because 

the certification limitation for CWT 

minimum fuel is covered by EICAS 

messages, which makes it redundant. 

We have removed the subject 

limitations and changed the FAA letter 

concerning these limitations referred to 

in Note 3 of this AD. 

Request To Remove Airworthiness 

Limitation (AWL) 28–AWL–26 

Boeing asks that we remove the 

requirement to revise the maintenance 

program by incorporating AWL No. 28– 

AWL–26 of Section 9, ‘‘Airworthiness 

Limitations (AWLs) and Certification 

Maintenance Requirements (CMRs)’’ of 

the Boeing 747–400 Maintenance 

Planning Data Document D621U400–9. 

Boeing states that, with the introduction 

of IDS–506 software, it has implemented 

a status level EICAS message for the 

relays that control the UncommandedON state of the main 2 and main 3 tank 

fuel override/jettison pumps. Boeing 

adds that these messages are now 

consistent with the center tank 

Uncommanded-ON messages. Boeing 

notes that the EICAS message will 

detect a relay that remains latched when 

in the un-powered condition. Boeing 

concludes that for this reason, the need 

to perform the operational test found in 

Section 28–31–00 of the Boeing 747–400 

airplane maintenance manual (AMM), 

and called out in AWL No. 28–AWL–26, 

is not necessary. 

We disagree with the Boeing 

comment. The AWL is part of the 

airplane type design, and a design 

change has not been proposed to change 

the AWL. However, under the 

provisions of paragraph (p)(1) of the AD, 

we will consider removing the 

requirement if sufficient data are 

submitted to substantiate that a project 

has been completed showing that 

removing the requirement would 

provide an acceptable level of safety. 

We have made no change to the AD in 

this regard. 

Request To Clarify the Requirements 

for Airplanes With a Deactivated HST 

Japan Airlines (JAL) asks that we 

clarify the NPRM requirements for 

airplanes with a deactivated HST. JAL 

states that it decided to deactivate the 

HST system in accordance with Boeing 

Service Bulletins 747–28–2310, dated 

December 18, 2008; and 747–28–2314, 

dated December 9, 2008. JAL adds that 

the service bulletins specify removing 

components, including the pumps on 

horizontal stabilizer fuel tank (HSFT), 

and reworking the system wiring. JAL 

notes that after the service bulletins 

have been incorporated, paragraphs 

(g)(2), (h)(2), and (l) of the NPRM will 

not apply. JAL asks that an additional 

description be included in the AD 

which clarifies that the requirements in 

those paragraphs are only for airplanes 

with an active HSFT. JAL suggests 

clarifying the applicability as follows: 

‘‘For Model 747–400 series airplanes 

with the active horizontal stabilizer 

tank.’’ In lieu of that sentence, JAL 

suggests a note that specifies the 

following: ‘‘The airplanes with the 

horizontal stabilizer tank deactivated in 

accordance with Boeing Service Bulletin 

are not applicable.’’ JAL concludes that 

this additional description will save on 

superfluous paperwork. 

We partially agree with the JAL 

comments. We agree that the 

applicability should be clarified for 

airplanes with a deactivated HST 

because those airplanes have adequately 

addressed the unsafe condition. 

However, we do not agree with using 

the language JAL provided because it 

leaves ‘‘active’’ open to interpretation. 

Deactivation of a HST according to the 

applicable Boeing service bulletin 

referred to in Table 3 of this AD is the 

only acceptable method of compliance. 

We have added new paragraphs (n) and 

(o) to this AD (and reidentified 

subsequent paragraphs) to provide 

optional terminating action if the HST is 

deactivated and to reinstate the 

requirements if the HST is later 

reactivated. 

Request for Analytical Justification of 

the Compliance Time 

Lufthansa German Airlines 

(Lufthansa) asks that we provide 

justification (including statistical and 

probabilistic background) for the 

compliance time in the NPRM. 

Lufthansa reiterates the NPRM 

requirements and notes that it assumes 

that the failure probability is part of the 

determination of the proposed 

compliance time of 60 months for the 

installations and wiring changes. 

We acknowledge the commenter’s 

request and provide the following 

explanation. As stated in the preamble 

of the NPRM, ‘‘The pump is normally 

commanded off if the fuel level goes 

below the pump inlet, but if a single 

failure in the pump control circuitry 

occurs, a pump can continue to run after 

it is commanded off. Uncommanded 

operation of certain override/jettison 

pumps could cause overheat, electrical 

arcs, or frictional sparks, and could lead 

to an ignition source inside a fuel tank.’’ 

This ignition source can come from 

several sources seen in service that were 

not originally anticipated in the airplane 

design. Examples of those are friction in 

the pump which could lead to very high 

internal surface temperatures caused by 

mechanical failures or ingestion of 

debris into the pump, and electrical 

faults leading to internal arcs or pump 

case burn-through. Since there are 

several pumps in multiple fuel tanks, 

depending on the configuration of the 

airplane, there are several possible 

single failures on a given airplane. This 

is a single failure which cannot be 

reliably predicted with statistical and 

probabilistic methods. 

Currently, we are reliant on crew 

procedures to shut off the pumps early 

to mitigate the single failure risk. We are 

aware of accounts of pilots failing to 

turn pumps off due to the relatively 

short time between the points when the 

tank reaches the desired shutoff level 

and the pump runs dry. Given the 

multiple sources of a single failure that 

can cause ignition, and acknowledging 

the limited effectiveness of the current 

mitigating actions, we consider that this 

is an issue that requires action to return 

to the failsafe intent of the design. 

When we determine that a safety issue 

warrants AD action, we ascertain how 

quickly that issue can be eliminated 

based on the actions proposed by the 

manufacturer and other related factors. 


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Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 38399 

This determination includes the safety 

issue, the time necessary to perform the 

work on an airplane, the number of 

affected operators, and parts 

availability. For major modification 

involving large fleets, and requiring 

specialized facilities, we consider the 

overall industry ability to perform the 

modification on all affected airplanes in 

a timely manner. Based on these 

considerations, we determine a 

compliance time that minimizes risk, as 

well as the impact on commercial 

airlines. We try to align compliance 

times with the majority of operators’ 

maintenance schedules, but that is 

dependent on the severity of the unsafe 

condition. In light of this analysis, we 

have determined that a 60-month 

compliance time is appropriate for this 

AD. We have made no change to the AD 

in this regard. 

Requests To Extend Compliance Time 

Lufthansa also states that the 60- 

month compliance time is not in line 

with its heavy maintenance overlay 

schedule, which is based on the latest 

approved maintenance review board 

document, and asks for an extension to 

72 months. Air Transport Association 

(ATA), on behalf of its member United 

Airlines (United), asks that the 

compliance time be extended to 72 

months in order to allow 

accomplishment of the proposed 

modifications during heavy 

maintenance visits. KLM Royal Dutch 

Airlines (KLM) asks that the compliance 

time be extended to 8 years, which 

enables KLM to schedule the 

modification during a D-check without 

additional downtime requirements. JAL 

also asks that the compliance time be 

extended to 8 years because 

accomplishing the modification is 

extensive work which can only be done 

during an M check for heavy 

maintenance. Cargolux also asks that the 

compliance time be extended to 8 years 

to coincide with its D-check heavy 

maintenance interval. 

We do not agree with the commenters’ 

requests. In developing an appropriate 

compliance time for the modification, 

we considered the safety implications 

and the practical aspect of 

accomplishing the modification within 

a period of time that corresponds to the 

normal scheduled maintenance for most 

affected operators. In consideration of 

these items, and as noted under the 

Request for Analytical Justification of 

the Compliance Time, we have 

determined that a 60-month compliance 

time will ensure an acceptable level of 

safety and allow the modification to be 

done during scheduled maintenance 

intervals for most affected operators. 

However, under the provisions of 

paragraph (p)(1) of the AD, we will 

consider requests to adjust the 

compliance time if sufficient data are 

submitted to substantiate that the new 

compliance time would provide an 

acceptable level of safety. We have 

made no change to the AD in this 

regard. 

Cargolux adds that if the compliance 

time is extended to 8 years, in the 

interim, it proposes to have the override 

jettison pump push buttons replaced 

with switches having a configuration 

‘‘D’’ master module within 6 months 

after the effective date of the 

forthcoming AD. Cargolux states that 

this will prevent the ‘‘cap pop-up’’ or 

‘‘jamming’’ condition of the switch. 

We disagree with the Cargolux 

proposal to replace push buttons as 

mitigating action to allow for extending 

the compliance time to 8 years, because 

its replacement is insufficient to 

mitigate the unsafe condition caused by 

possible single failures. We are aware of 

the problems with the push buttons and 

we are considering a separate 

rulemaking action. The faulty pressure 

switches are not related to this unsafe 

condition because they are not part of 

the pump power control circuit. We 

have made no change to the AD in this 

regard. 

Request To Increase Work Hours and 

Include Parts Cost in the Costs of 

Compliance 

ATA, on behalf of United, states that 

the estimate for labor and parts in the 

NPRM is understated. United notes that 

Boeing Alert Service Bulletin 747– 

28A2281, dated December 13, 2007, 

estimates that it would take 101 to 107 

work hours per product to install relays 

and wiring for the HST. United adds 

that this service bulletin also includes 

the kits of parts necessary for the 

modification, and indicates that the 

pricing for the kits can be obtained from 

Boeing spares. United also states that 

the work hours are underestimated for 

Boeing Alert Service Bulletin 747– 

28A2280, dated August 7, 2008; and 

Boeing Service Bulletin 747–28A2262, 

Revision 1, dated May 8, 2008. 

We infer that the commenter is asking 

to increase the work hours and include 

the cost of certain parts. We do not agree 

that the work hours are underestimated. 

The cost information in an AD describes 

only the direct costs of the specific 

actions required by this AD. Based on 

the best data available, the manufacturer 

provided the number of work hours 

necessary to do the required actions. 

This number represents the time 

necessary to perform only the actions 

actually required by this AD. We agree 

that the parts cost, which was 

inadvertently omitted from the Costs of 

Compliance table in the service bulletin, 

should be included because all three of 

these service bulletins have been 

revised. We have changed the Estimated 

Costs table to reduce certain work hours 

and increase the parts cost in the first 

row of the table to match Boeing Service 

Bulletins 747–28A2280 and 747– 

28A2281, both Revision 1, both dated 

November 25, 2009; and Boeing Service 

Bulletin 747–28A2262, Revision 2, 

dated August 13, 2009. We have also 

included the parts cost in the third row 

of the table, and changed the costs per 

product and fleet costs in the table 

accordingly. 

Explanation of Change to Applicability 

We have changed the applicability in 

this AD to identify model designations 

as published in the most recent type 

certificate data sheet for the affected 

models. 

Explanation of Additional Change to 

‘‘Certificate Limitations’’ Section 

We have removed the fourth note 

under ‘‘Certificate Limitations’’ in this 

AD for consistency with prior FAA 

approvals. The note specified the 

following: ‘‘The CWT and the HST may 

be emptied normally during an 

emergency.’’ 

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. 

Explanation of Additional Change to 

Costs of Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

Costs of Compliance from $80 per work 

hour to $85 per work hour. The Costs 

of Compliance information, below, 

reflects this increase in the specified 

hourly labor rate. 

Costs of Compliance 

We estimate that this AD would affect 

102 airplanes of U.S. registry. The 

following table provides the estimated 

costs for U.S. operators to comply with 

this AD. The average labor rate is $85 

per work hour. 


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38400 Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 

ESTIMATED COSTS

Action Work 

hours Parts Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Installing relays/changing wiring for center and main fuel tanks ...... 369 to 389 $75,007 to 

$75,894.

$106,372 to 

$108,959.

102 ........... $10,849,944 to 

$11,113,818. 

Installing new IDS software and revising the AFM when done 

(prior/concurrent action).

2 to 3 ....... $0 ................ Up to $255 .. Up to 102 Up to $26,010. 

Installing relays and wiring for horizontal stabilizer tank (HST) ........ 73 to 79 ... $5,778 to 

$6,486.

$11,983 to 

$13,201.

74 ............ $886,742 to 

$976,874. 

Installing a new automatic shutoff for the HST ................................. 44 ............ $4,112 ......... $7,852 ......... 74 ............ $581,048. 

Revising the maintenance program ................................................... 1 ............... $0 ................ $85 .............. 102 .......... $8,670. 

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: 

2010–14–08 The Boeing Company: 

Amendment 39–16353. Docket No. 

FAA–2009–0454; Directorate Identifier 

2008–NM–156–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective August 6, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 747–400, 747–400D, and 

747–400F series airplanes, certificated in any 

category; as identified in Boeing Service 

Bulletins 747–28A2280, Revision 1, dated 

November 25, 2009, and 747–28A2281, 

Revision 1, dated November 25, 2009. 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include a new inspection. Compliance with 

this inspection is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired in 

the areas addressed by this inspection, the 

operator may not be able to accomplish the 

inspections described in the revisions. In this 

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

the operator must request approval for an 

alternative method of compliance (AMOC) 

according to paragraph (p)(1) of this AD. The 

request should include a description of 

changes to the required inspection that will 

ensure the continued operational safety of 

the airplane. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 28: Fuel. 

Unsafe Condition 

(e) This AD results from fuel system 

reviews conducted by the manufacturer. We 

are issuing this AD to prevent uncommanded 

operation of certain override/jettison pumps 

which could cause overheat, electrical arcs, 

or frictional sparks, and could lead to an 

ignition source inside a fuel tank. This 

condition, in combination with flammable 

fuel vapors, could result in a fuel tank 

explosion and consequent loss of the 

airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Installations and Wiring Changes 

(g) Within 60 months after the effective 

date of this AD, do the actions in paragraphs 

(g)(1) and (g)(2) of this AD, as applicable. 

(1) For Model 747–400, 747–400D, and 

747–400F series airplanes: Install new pump 

control and time delay relays and do related 

investigative and all applicable corrective 

actions, and change the wiring for the center 

and main fuel tanks override/jettison fuel 

pumps, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–28A2280, Revision 1, 

dated November 25, 2009. Do all related 

investigative and applicable corrective 

actions before further flight. 

(2) For Model 747–400 series airplanes: 

Install new relays and wiring for the 

horizontal stabilizer override/jettison fuel 

pumps in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–28A2281, Revision 1, 

dated November 25, 2009. 

Prior/Concurrent Requirements 

(h) Prior to or concurrently with the 

actions required by paragraph (g) of this AD, 

do the applicable actions in paragraphs (h)(1) 

and (h)(2) of this AD. 

(1) For Model 747–400, 747–400D, and 

747–400F series airplanes identified in 

paragraphs (h)(1)(i), (h)(1)(ii), and (h)(1)(iii) 

of this AD: Install new integrated display 

system (IDS) software in accordance with the 


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Accomplishment Instructions of the 

applicable service bulletin listed in 

paragraph (h)(1)(i), (h)(1)(ii), or (h)(1)(iii) of 

this AD. 

(i) For Model 747–400, 747–400D, and 

747–400F series airplanes that have General 

Electric engines, except airplanes having 

variable numbers (V/Ns) RL429, RL430, 

RL473, RL511, and RL521: Boeing Service 

Bulletin 747–31–2376, dated September 5, 

2006. 

(ii) For Model 747–400 and 747–400F 

series airplanes that have Pratt & Whitney 

engines except airplanes having V/Ns RL456, 

RL492, and RL502: Boeing Service Bulletin 

747–31–2377, dated September 5, 2006. 

(iii) For Model 747–400 and 747–400F 

series airplanes that have Rolls Royce 

engines: Boeing Service Bulletin 747–31– 

2378, dated September 5, 2006. 

(2) For Model 747–400 series airplanes 

except V/Ns RM403, RM441 through RM443 

inclusive, and RM445: Install a new 

automatic shutoff system for the horizontal 

stabilizer tank (HST) fuel pumps in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 747– 

28A2262, Revision 2, dated August 13, 2009. 

Credit for Actions Done According to 

Previous Issues of Service Bulletins 

(i) Actions done before the effective date of 

this AD in accordance with the applicable 

service information contained in Table 1 of 

this AD are acceptable for compliance with 

the corresponding actions required by 

paragraphs (g) and (h) of this AD. 

TABLE 1—CREDIT SERVICE INFORMATION

Document Revision Date 

Boeing Alert Service Bulletin 747-28A2280 ................................................................................ Original .......................... August 7, 2008. 

Boeing Alert Service Bulletin 747-28A2281 ................................................................................ Original .......................... December 13, 2007. 

Boeing Service Bulletin 747–28A2262 ........................................................................................ Original .......................... March 15, 2007. 

Boeing Service Bulletin 747–28A2262 ........................................................................................ 1 .................................... May 8, 2008. 

Maintenance Program Revision 

(j) Concurrently with accomplishing the 

actions required by paragraph (g) of this AD, 

revise the maintenance program by 

incorporating Airworthiness Limitation 

(AWL) No. 28–AWL–24 and No. 28–AWL–26 

of Section 9, ‘‘Airworthiness Limitations 

(AWLs) and Certification Maintenance 

Requirements (CMRs),’’ of the Boeing 747– 

400 Maintenance Planning Data (MPD) 

Document D621U400–9, Revision April 2008. 

The inspection interval for AWL No. 28– 

AWL–24 and AWL No. 28–AWL–26 starts on 

the date the modification is incorporated. 

No Alternative Inspections or Inspection 

Intervals 

(k) After accomplishing the action 

specified in paragraph (j) of this AD, no 

alternative actions or intervals may be used 

unless the inspections or inspection intervals 

are approved as an AMOC in accordance 

with the procedures specified in paragraph 

(p)(1) of this AD. 

Acceptable Action for Certain ADs 

(l) For Model 747–400, –400D, and –400F 

series airplanes: Installing new IDS software 

in accordance with paragraph (h)(1) of this 

AD is an acceptable method of compliance 

for the action in the applicable AD paragraph 

listed in Table 2 of this AD. 

TABLE 2—ACTIONS FOR WHICH PARAGRAPH (H)(1) OF THIS AD IS AN ACCEPTABLE METHOD OF COMPLIANCE (NO

CERTIFICATE LIMITATIONS) 

The action in— Of— 

(1) Paragraph E ............................................................................................................................................ AD 90–09–06, amendment 39–6581. 

(2) Paragraph (b) .......................................................................................................................................... AD 91–13–10 R1, amendment 39– 

8158. 

(3) Paragraph (d)(1) ...................................................................................................................................... AD 96–07–09, amendment 39–9558. 

(4) Paragraph (a)(3)(iii) ................................................................................................................................. AD 2000–02–22, amendment 39– 

11540. 

(5) Paragraph (a)(2)(ii) .................................................................................................................................. AD 2000–12–21, amendment 39– 

11799. 

(6) Paragraph (d)(2)(iv) ................................................................................................................................. AD 2003–16–16, amendment 39– 

13269. 

(7) Paragraph (d)(1) ...................................................................................................................................... AD 2004–10–05, amendment 39– 

13635. 

(m) For Model 747–400 series airplanes 

with a horizontal stabilizer fuel tank and 

with horizontal stabilizer tank fuel pump 

auto-shutoff installed: Installing new IDS 

software in accordance with paragraph (h)(1) 

of this AD is an acceptable method of 

compliance for the action in the applicable 

AD paragraph listed in Table 3 of this AD, 

provided the certificate limitations included 

in the following statement are incorporated 

into the Limitations Section of the applicable 

airplane flight manual (AFM) in place of the 

certificate limitation required by the AFM 

revision specified in the applicable AD listed 

in Table 3 of this AD. This may be done by 

inserting a copy of this AD in the AFM. 

CERTIFICATE LIMITATIONS 

Center Wing Tank: 

The center wing tank (CWT) fuel quantity 

indication system must be operative to 

dispatch with CWT mission fuel. 

If the FUEL LOW CTR L or R message is 

displayed, both CWT override/jettison 

pump(s) must be selected OFF. 

If the FUEL PRESS CTR L or R message is 

displayed, the corresponding CWT override/ 

jettison pump must be selected OFF. 

Horizontal Stabilizer Tank: 

The following additional limitations must 

be followed if the horizontal stabilizer tank 

(HST) is fueled and used: 

The HST fuel quantity indication system 

must be operative to dispatch with HST 

mission fuel. 

If either the FUEL PMP STB L or R message 

is displayed while on the ground, both HST 

pumps must be selected OFF. 

If either the FUEL PRES STB L or R 

message is displayed, both HST pumps must 

be selected OFF. 

Defueling: 

Prior to defueling any fuel tanks, perform 

a lamp test of the respective Fuel Pump Low 

Pressure indication lights. When defueling, 

the Fuel Pump Low Pressure indication 

lights must be monitored and the fuel pumps 

positioned to OFF at the first indication of 

fuel pump low pressure. When defueling 

with passengers on board, fuel pump 

switches must be selected OFF at or above 

approximately 7,000 pounds (3,200 

kilograms) for the CWT, 3,000 pounds (1,400 

kilograms) for main tanks, and 2,100 pounds 

(1,000 kilograms) for the HST. (These 

requirements apply for defueling or 

transferring between tanks.) 


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38402 Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 

Warnings and Notes Applicable to All Fuel 

Operations 

Warning 

Do not reset a tripped fuel pump circuit 

breaker. 

Warning 

Do not cycle CWT and HST pump switches 

from ON to OFF to ON with any continuous 

low pressure indication present. 

Note 

In a low fuel situation, both CWT override/ 

jettison pumps may be selected ON and all 

CWT fuel may be used. 

Note 

In a low fuel situation, both HST transfer 

pumps may be selected ON and all HST fuel 

may be used. 

Note 

The limitations contained in these 

certificate limitations supersede any 

conflicting basic airplane flight manual 

limitations.’’ 

Note 2: When a statement identical to that 

in paragraph (m) 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. 

Note 3: The certificate limitations in 

paragraph (m) of this AD are also included 

as an enclosure to FAA Letter 140S–09–191, 

dated June 23, 2009. 

TABLE 3—ACTIONS FOR WHICH PARAGRAPH (H)(1) OF THIS AD IS AN ACCEPTABLE METHOD OF COMPLIANCE (WITH

CERTIFICATE LIMITATIONS) 

The action in— Of— 

(1) Paragraph (a) .......................................................................................................................................... AD 2001–12–21, amendment 39– 

12277. 

(2) Paragraph (a) .......................................................................................................................................... AD 2001–21–07, amendment 39– 

12478. 

(3) Paragraph (c)(2) ...................................................................................................................................... AD 2002–19–52, amendment 39– 

12900. 

(4) Paragraph (a) .......................................................................................................................................... AD 2002–24–52, amendment 39– 

12993. 

Optional Terminating Action for Paragraphs 

(g)(2), (h)(2), and (m) of this AD: Deactivation 

of the HST 

(n) Deactivation of the HST, in accordance 

with the applicable Boeing service 

information in Table 4 of this AD, terminates 

the requirements of paragraphs (g)(2), (h)(2), 

and (m) of this AD, except as provided by 

paragraph (o) of this AD. Deactivation of the 

HST before the effective date of this AD in 

accordance with the applicable service 

information in Table 5 of this AD also 

terminates the requirements of paragraphs 

(g)(2), (h)(2), and (m) of this AD, except as 

provided by paragraph (o) of this AD. 

TABLE 4—DEACTIVATION SERVICE INFORMATION

Boeing Service Information Revision Date 

Service Bulletin 747–28–2247 ........................................................................................................................... Original .... November 26, 2002. 

Service Bulletin 747–28–2265 ........................................................................................................................... Original .... February 22, 2006. 

Service Bulletin 747–28–2272 ........................................................................................................................... Original .... February 21, 2006. 

Service Bulletin 747–28–2274 ........................................................................................................................... 1 ............... May 21, 2008. 

Service Bulletin 747–28–2275 ........................................................................................................................... 4 ............... February 2, 2009. 

Service Bulletin 747–28–2279 ........................................................................................................................... 2 ............... October 16, 2007. 

Service Bulletin 747–28–2285 ........................................................................................................................... 3 ............... August 30, 2007. 

Service Bulletin 747–28–2293 ........................................................................................................................... 2 ............... March 4, 2008. 

Service Bulletin 747–28–2295 ........................................................................................................................... 2 ............... January 19, 2009. 

Service Bulletin 747–28–2296 ........................................................................................................................... Original .... July 13, 2007. 

Service Bulletin 747–28–2300 ........................................................................................................................... 1 ............... June 2, 2008. 

Service Bulletin 747–28–2310 ........................................................................................................................... Original .... December 18, 2008. 

Service Bulletin 747–28–2314 ........................................................................................................................... Original .... December 9, 2008. 

TABLE 5—DEACTIVATION CREDIT SERVICE INFORMATION

Boeing Service Information Revision Date 

Service Bulletin 747–28–2274 ........................................................................................................................... Original .... March 13, 2006. 

Service Bulletin 747–28–2275 ........................................................................................................................... Original .... June 12, 2006. 

Service Bulletin 747–28–2275 ........................................................................................................................... 1 ............... March 16, 2007. 

Service Bulletin 747–28–2275 ........................................................................................................................... 2 ............... July 2, 2007. 

Service Bulletin 747–28–2275 ........................................................................................................................... 3 ............... March 11, 2008. 

Service Bulletin 747–28–2279 ........................................................................................................................... Original .... June 12, 2006. 

Service Bulletin 747–28–2279 ........................................................................................................................... 1 ............... May 25, 2007. 

Service Bulletin 747–28–2285 ........................................................................................................................... Original .... January 23, 2007. 

Service Bulletin 747–28–2285 ........................................................................................................................... 1 ............... May 9, 2007. 

Service Bulletin 747–28–2285 ........................................................................................................................... 2 ............... August 3, 2007. 

Service Bulletin 747–28–2293 ........................................................................................................................... Original .... May 9, 2007. 

Service Bulletin 747–28–2293 ........................................................................................................................... 1 ............... August 29, 2007. 

Service Bulletin 747–28–2295 ........................................................................................................................... Original .... November 17, 2006. 

Service Bulletin 747–28–2295 ........................................................................................................................... 1 ............... March 20, 2008. 

Service Bulletin 747–28–2300 ........................................................................................................................... Original .... January 16, 2008. 


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Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 38403 

Reactivation of the HST 

(o) For any airplane on which the HST is 

reactivated, the HST must be reactivated in 

accordance with a method approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA. For any airplane on which the 

HST is reactivated, the requirements of 

paragraphs (g)(2), (h)(2), and (m) of this AD 

must be done before further flight following 

the reactivation, or within 60 months after 

the effective date of this AD, whichever 

occurs later. For a reactivation method to be 

approved, the reactivation method must meet 

the certification basis of the airplane, and the 

approval must specifically reference this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(p)(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. Send information to Attn: 

Douglas Bryant, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6505; fax (425) 

917–6590. Or, e-mail information to 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

Material Incorporated by Reference 

(q) You must use the service information 

contained in Table 6 of this AD, as 

applicable, to do the actions required by this 

AD, unless the AD specifies otherwise. 

TABLE 6—REQUIRED MATERIAL INCORPORATED BY REFERENCE

Boeing Service Information Revision Date 

Service Bulletin 747–28A2280 .......................................................................................................................... 1 ............... November 25, 2009. 

Service Bulletin 747–28A2281 .......................................................................................................................... 1 ............... November 25, 2009. 

Section 9, ‘‘Airworthiness Limitations (AWLs) and Certification Maintenance Requirements (CMRs),’’ of the 

747–400 Maintenance Planning Data (MPD) Document D621U400–9.

April 2008 April 2008. 

Service Bulletin 747–28A2262 .......................................................................................................................... 2 ............... August 13, 2009. 

Service Bulletin 747–31–2376 ........................................................................................................................... Original .... September 5, 2006. 

Service Bulletin 747–31–2377 ........................................................................................................................... Original .... September 5, 2006. 

Service Bulletin 747–31–2378 ........................................................................................................................... Original .... September 5, 2006. 

If you accomplish the optional actions 

specified in this AD, you must use the 

service information specified in Table 7 of 

this AD, as applicable, to perform those 

actions unless the AD specifies otherwise. 

TABLE 7—OPTIONAL MATERIAL INCORPORATED BY REFERENCE

Boeing Service Information Revision Date 

Service Bulletin 747–28–2247 ........................................................................................................................... Original .... November 26, 2002. 

Service Bulletin 747–28–2265 ........................................................................................................................... Original .... February 22, 2006. 

Service Bulletin 747–28–2272 ........................................................................................................................... Original .... February 21, 2006. 

Service Bulletin 747–28–2274 ........................................................................................................................... 1 ............... May 21, 2008. 

Service Bulletin 747–28–2275 ........................................................................................................................... 4 ............... February 2, 2009. 

Service Bulletin 747–28–2279 ........................................................................................................................... 2 ............... October 16, 2007. 

Service Bulletin 747–28–2285 ........................................................................................................................... 3 ............... August 30, 2007. 

Service Bulletin 747–28–2293 ........................................................................................................................... 2 ............... March 4, 2008. 

Service Bulletin 747–28–2295 ........................................................................................................................... 2 ............... January 19, 2009. 

Service Bulletin 747–28–2296 ........................................................................................................................... Original .... July 13, 2007. 

Service Bulletin 747–28–2300 ........................................................................................................................... 1 ............... June 2, 2008. 

Service Bulletin 747–28–2310 ........................................................................................................................... Original .... December 18, 2008. 

Service Bulletin 747–28–2314 ........................................................................................................................... Original .... December 9, 2008. 


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38404 Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 

(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, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

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

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) 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. 

(4) 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 June 17, 

2010. 

Robert D. Breneman, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–15935 Filed 7–1–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0641; Directorate 

Identifier 2010–NM–130–AD; Amendment 

39–16354; AD 2010–14–09] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–100B, 747–200B, 

747–200F, 747–300, 747–400, 747– 

400F, and 747SP Series Airplanes 

Equipped with Rolls-Royce RB211–524 

Series Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 747–100B, 747–200B, 747–200F, 

747–300, 747–400, 747–400F, and 

747SP series airplanes. This AD requires 

repetitive detailed and high frequency 

eddy current inspections of the forward 

and aft sides of the strut front spar 

chord for cracks and fractures at each 

strut location, and corrective actions if 

necessary. This AD results from reports 

of cracks and fractures in the nacelle 

strut front spar chord assembly. We are 

issuing this AD to detect and correct 

cracks and fractures of the nacelle strut 

front spar chord assembly. Fracture of 

the front spar chord assembly could 

lead to loss of the strut upper link load 

path and consequent fracture of the 

diagonal brace, which could result in inflight separation of the strut and engine 

from the airplane. 

DATES: This AD is effective July 19, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of July 19, 2010. 

We must receive comments on this 

AD by August 16, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H– 

65, Seattle, Washington 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Office (telephone 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: Ken 

Paoletti, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6434; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We have received a report that an 

operator found a cracked strut number 

2 upper chord on a Rolls-Roycepowered airplane while accomplishing 

the actions specified in Boeing Service 

Bulletin 747–54–2213. The upper chord 

was 50 percent cracked and had to be 

replaced. The airplane had accumulated 

approximately 10,500 total flight cycles 

and 83,700 total flight hours. 

In addition, two other operators 

reported finding two cracks on two 

Rolls-Royce RB211-powered airplanes 

on the strut number 1 upper chord. Both 

cracks were repaired and neither upper 

chord had to be replaced. The upper 

chords on these two airplanes had 

accumulated approximately 9,300 and 

16,100 total flight cycles and 78,100 and 

56,700 total flight hours respectively. 

This condition, if not corrected, could 

result in the loss of the strut upper link 

load path. Continued operation without 

the strut upper link load path could 

result in the fracture of the diagonal 

brace, and subsequent separation of the 

strut and engine from the airplane 

during flight. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 747–54A2224, Revision 3, 

dated May 20, 2010. Revision 3 of this 

service bulletin was issued, among other 

reasons, to add Model 747–100B, 747– 

200B, 747–200F, 747–300, 747–400, 

747–400F, and 747SP equipped with 

Rolls-Royce RB211–524 series engines. 

This service bulletin describes 

procedures for repetitive detailed 

inspections and high frequency eddy 

current (HFEC) inspections of the 

forward and aft sides of the strut front 

spar chord assemblies for cracks and 

fractures at each strut location, and 

corrective actions if necessary. 

Corrective actions include contacting 

Boeing for additional instructions if any 

crack or fracture is found, and repairing 

any cracks and fractures. 

Other Related Rulemaking 

On December 30, 2009, we issued AD 

2010–01–10, Amendment 39–16168 (75 

FR 3150, January 20, 2010), applicable 

to certain Model 747–100, 747–100B, 

747–100B SUD, 747–200B, 747–200C, 

747–200F, 747–300, 747SR, and 747SP 

series airplanes equipped with General 

Electric (GE) CF6–45 or –50 series 

engines, or equipped with Pratt & 

Whitney JT9D–3 or –7 (excluding –70) 

series engines. That AD currently 

requires repetitive inspections to detect 

cracks and fractures of the strut front 

spar chord assembly (including the 

forward side) at each strut location, and 


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