10460 Federal Register / Vol. 81, No. 40 / Tuesday, March 1, 2016 / Rules and Regulations 

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 February 

15, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–03694 Filed 2–29–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0755; Directorate 

Identifier 2014–NM–080–AD; Amendment 

39–18414; AD 2016–04–20] 

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 737–600, –700, 

–700C, –800, –900, and –900ER series 

airplanes, Model 757 airplanes, Model 

767 airplanes, and Model 777 airplanes. 

This AD results from fuel system 

reviews conducted by the manufacturer. 

This AD requires an inspection to 

determine if certain motor-operated 

valve (MOV) actuators for the fuel 

valves are installed, and replacement of 

any affected actuators. Previous ADs 

addressed this Special Federal Aviation 

Regulation No. 88 (SFAR 88) issue for 

the majority of the airplanes delivered 

with these actuators. Since those ADs 

did not cover all of the airplanes, and 

for some airplanes delivered with 

improved actuators, there was no 

restriction on installation of 

replacement actuators with the unsafe 

condition, this additional rulemaking 

action is required. As with the related 

ADs, we are issuing this AD to prevent 

electrical energy from lightning, hot 

shorts, or fault current from entering the 

fuel tank through the fuel valve actuator 

shaft, which could result in fuel tank 

explosions and consequent loss of the 

airplane. 

DATES: This AD is effective April 5, 

2016. 

ADDRESSES: For service information 

identified in this final rule, 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 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 by searching for 

and locating Docket No. FAA–2014– 

0755; 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 

737–600, –700, –700C, –800, –900, and 

–900ER series airplanes, Model 757 

airplanes, Model 767 airplanes, and 

Model 777 airplanes. The NPRM 

published in the Federal Register on 

November 7, 2014 (79 FR 66343) (‘‘the 

NPRM’’). The NPRM results from fuel 

system reviews conducted by the 

manufacturer. The NPRM proposed to 

require an inspection to determine if 

certain actuators for the fuel valves are 

installed, and replacement of any 

affected actuators. Previous ADs 

addressed this SFAR 88 (66 FR 23086, 

May 7, 2001) issue for the majority of 

the airplanes delivered with these 

actuators. Since those ADs did not cover 

all of the airplanes, and for some 

airplanes delivered with improved 

actuators, there was no restriction on 

installation of replacement actuators 

with the unsafe condition, this 

additional rulemaking action is 

required. As with the related ADs, we 

are issuing this AD to prevent electrical 

energy from lightning, hot shorts, or 

fault current from entering the fuel tank 

through the fuel valve actuator shaft, 

which could result in fuel tank 

explosions and consequent loss of the 

airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Requests To Revise the Proposed 

Applicability 

Boeing, All Nippon Airways (ANA), 

American Airlines (AAL), Southwest 

Airlines (SWA), and United Airlines 

(UAL), requested that we delete Model 

737–600, –700, 700C, –800, –900, and 

–900ER series airplanes from the 

applicability of the NPRM. The 

commenters stated that AD 2008–06–03, 

Amendment 39–15415 (73 FR 13081, 

March 12, 2008) (‘‘AD 2008–06–03’’), 

mandated replacement of all fuel system 

MOV actuators having Part Number 

(P/N) MA20A1001–1 (S343T003–39) on 

Model 737 airplanes, and that the 

compliance time for AD 2008–06–03 

ended April 16, 2013. Boeing stated that 

first production delivery of the SFAR88 

compliant actuator having P/N 

MA20A2027 (S343T003–56) occurred 

on line number 1877, and that the 

illustrated parts catalog (IPC) for that 

airplane and subsequent airplanes 

prohibited installation of MOV actuators 

having P/N MA20A1001–1 (S343T003– 

39). 

We partially agree with the 

commenters’ requests. We agree there is 

little risk that MOV actuators having P/ 

N MA20A1001–1 (S343T003–39) are 

currently installed on Model 737–600, 

–700, 700C, –800, –900, and –900ER 

series airplanes for the reasons provided 

by the commenter. However, we want to 

ensure that MOV actuators having P/N 

MA20A1001–1 (S343T003–39) are not 

installed on these airplanes in the 

future. Therefore, we have removed 

Model 737 airplanes from the actions 

required by paragraph (g) of this AD but 

not from the applicability of the AD. We 

have retained Model 737 airplanes in 

paragraph (i) of this AD, which states 

that no person may install an MOV 

actuator having P/N MA20A1001–1 

(S343T003–39) on any airplane. 

Paragraph (i) of this AD ensures that 

installation of MOV actuators having P/ 


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N MA20A1001–1 (S343T003–39) is 

prohibited. 

Boeing, AAL, and UAL requested that 

we delete Model 757–200, –200PF, 

–200CB, and –300 series airplanes from 

the applicability of the NPRM. The 

commenters stated that the previously 

referenced AD 2008–06–03 is applicable 

to Model 757 airplanes. Boeing stated 

that the last Model 757 airplane was 

delivered prior to development of the 

new SFAR 88 compliant MOV actuator 

and that AD 2008–06–03 will ensure 

that MOV actuators having P/N 

MA20A1001–1 (S343T003–39) are not 

installed on any Model 757 airplanes. 

We partially agree with the 

commenters’ requests. We agree that the 

requirements of AD 2008–06–03 are 

intended to prevent Model 757–200, 

–200PF, –200CB, and –300 series 

airplanes from having an MOV actuator 

having P/N MA20A1001–1 installed and 

have determined there is little risk that 

MOV actuators having P/N 

MA20A1001–1 (S343T003–39) are 

currently installed on Model 757–200, 

–200PF, –200CB, and –300 series 

airplanes. However, we want to ensure 

that MOV actuators having P/N 

MA20A1001–1 (S343T003–39) are not 

installed on these airplanes in the 

future. Therefore, we have removed the 

Model 757 airplanes from the actions 

required by paragraph (g) of this AD. We 

have retained Model 757 airplanes in 

paragraph (i) of this AD, which states 

that no person may install an MOV 

actuator having P/N MA20A1001–1 

(S343T003–39) on any airplane. 

Boeing, AAL, ANA, and UAL 

requested that we delete Model 767 

airplanes from the applicability of the 

NPRM. The commenters stated that AD 

2009–22–13, Amendment 39–16066 (74 

FR 55755, October 29, 2009) (‘‘AD 

2009–22–13’’), mandated replacement of 

all fuel system MOV actuators having P/ 

N MA20A1001–1 (S343T003–39) on 

Model 767 airplanes, and that the 

compliance time for AD 2009–22–13 

ended December 3, 2014. Boeing stated 

that first production delivery of the 

SFAR 88 compliant MOV actuator 

having P/N MA30A1001–1 (S343T003– 

56) occurred on line number 941; and 

that the IPC for that airplane and 

subsequent airplanes prohibited 

installation of the MOV actuator having 

P/N MA20A1001–1 (S343T003–39). 

We partially agree with the 

commenters’ requests. We agree with 

deleting most Boeing Model 767–200, 

–300, –300F, and –400ER series 

airplanes from the actions required by 

paragraph (g) of this AD but not from 

the applicability of the AD. The 

requirements of AD 2009–22–13 are 

intended to prevent all but Model 767– 

300 series airplanes having line 

numbers 939 and 940 from having an 

MOV actuator having P/N MA20A1001– 

1 (S343T003–39) installed. We have 

determined that except for Model 767– 

300 series airplanes having line 

numbers 939 and 940, there is little risk 

that MOV actuators having P/N 

MA20A1001–1 (S343T003–39) are 

currently installed on Model 767–200, 

–300, –300F, and –400ER series 

airplanes. Therefore, we have revised 

paragraph (g) of this AD to specify that 

the actions apply to Model 767–300 

series airplanes with line numbers 939 

and 940. To ensure that MOV actuators 

having P/N MA20A1001–1 (S343T003– 

39) are not installed in the future on 

Model 767 airplanes, we have retained 

Model 767 airplanes in paragraph (i) of 

this AD, which states that no person 

may install an MOV actuator having P/ 

N MA20A1001–1 (S343T003–39) on any 

airplane. 

Boeing, AAL, ANA, Delta Airlines 

(DAL), and UAL requested that we 

revise the Model 777 applicability. The 

commenters stated that AD 2013–05–03, 

Amendment 39–17375 (78 FR 17290, 

March 21, 2013) (‘‘AD 2013–05–03’’), 

mandated replacement of all fuel system 

MOV actuators having P/N 

MA20A1001–1 on Model 777 airplanes 

and prohibits installation of an MOV 

actuator having P/N MA20A1001–1 on 

any Model 777 airplane. Boeing stated 

that the NPRM would be redundant for 

airplanes covered by AD 2013–05–03, 

and that all other airplanes that are not 

covered by AD 2013–05–03 have no 

production authority to install an MOV 

actuator having P/N MA20A1001–1. 

We partially agree with the 

commenters’ requests. We agree with 

deleting Model 777 airplanes with 

Aircraft Information Management 

System (AIMS) version 2 covered by AD 

2013–05–03 from the actions required 

by paragraph (g) of this AD but not from 

the applicability of this AD. The 

requirements of AD 2013–05–03 will 

prevent an MOV actuator having P/N 

MA20A1001–1 from being installed on 

these airplanes. We disagree with 

deleting Model 777 airplanes with 

AIMS version 1 from the applicability of 

this AD because AD 2013–05–03 allows 

airplanes with AIMS version 1 to retain 

MOV actuators having P/N 

MA20A1001–1 at certain locations. We 

have revised paragraph (g) of this AD to 

exclude Model 777 airplanes having 

line numbers 454 through 551 inclusive, 

which have AIMS version 2 installed. 

Boeing, AAL, and DAL requested that 

we exclude certain Model 777 airplanes 

from the actions required by paragraph 

(g) of the proposed AD. The commenters 

stated that it appears that the intent of 

the NPRM might be to address the IPC 

that allows an MOV actuator having P/ 

N MA20A1001–1 (S343T003–39) to be 

installed on a limited number of Model 

777 airplanes. Boeing stated that it 

believes that, as the IPC has been 

corrected to not allow installation of an 

MOV actuator having P/N MA20A1001– 

1 (S343T003–39), and that Boeing 

Service Bulletin 777–28A0034, Revision 

3, dated September 25, 2015, provides 

inspections of the MOV actuator for the 

11 airplanes affected by the IPC, the 

actions taken are sufficient to ensure 

removal of the MOV actuator having P/ 

N MA20A1001–1 (S343T003–39) from 

the affected airplanes. 

We partially agree with the 

commenter’s request. We have revised 

paragraph (g) of this AD to exclude 

Model 777 airplane having line number 

563 and subsequent from the actions 

required by paragraph (g) of this AD. As 

stated previously, we have already 

revised paragraph (g) to exclude Model 

777 airplanes having line numbers 454 

through 551 inclusive. However, the 11 

Model 777 airplanes affected by the IPC 

error are retained in paragraph (g) of this 

AD in order to require an inspection and 

replacement of MOV actuators having P/ 

N MA20A1001–1 (S343T003–39). To 

ensure that MOV actuators having P/N 

MA20A1001–1 (S343T003–39) are not 

installed on Model 777 airplanes in the 

future, all Model 777 airplanes are 

included in paragraph (i) of this AD, 

which states that no person may install 

an MOV actuator having P/N 

MA20A1001–1 (S343T003–39) on any 

airplane. Paragraph (i) of this AD 

ensures that installation of MOV 

actuators having P/N MA20A1001–1 

(S343T003–39) is prohibited. 

Requests To Clarify Justification for the 

NPRM (79 FR 66343, November 7, 

2014) 

Boeing, AAL, and DAL requested that 

we clarify the reasons for issuing the 

NPRM as it appears to be requiring 

actions mandated in previously issued 

ADs. 

We agree to clarify the reasons for this 

rulemaking action. We have revised the 

SUMMARY and Discussion section of this 

final rule to state that previous ADs 

address this SFAR 88 issue for the 

majority of the airplanes delivered with 

these actuators. Since those ADs did not 

cover all of the airplanes, and since 

some airplanes have no restrictions to 

prevent airplanes delivered with 

improved actuators from receiving 

replacement actuators with the unsafe 

condition, this additional rulemaking 

action is required. As with the ADs 

described previously, we are issuing 

this AD to prevent electrical energy 


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from lightning, hot shorts, or fault 

current from entering the fuel tank 

through the actuator shaft, which could 

result in fuel tank explosions and 

consequent loss of the airplane. 

Request To Revise Unsafe Condition 

Statement 

Boeing requested that we revise the 

unsafe condition statement in the NPRM 

to better define the unsafe condition. 

Boeing stated that the unsafe condition 

is the possibility for operators to install 

the non-SFAR88 compliant [and in this 

case unsafe] MOV actuator design, due 

to a possible IPC error, on in-service 

airplanes that have been delivered with 

the SFAR88 compliant MOV actuator 

design. Boeing stated that AD 2008–06– 

03 required replacing all MOV actuators 

having P/N MA20A1001–1 (S343T003– 

39) for all Model 737–600, –700, –700C, 

–800, –900, and –900ER series 

airplanes, and Model 757 airplanes, but 

the actions in the NPRM implied 

otherwise. 

We partially agree with the 

commenter. We agree that an IPC error 

might have allowed non-SFAR88 

compliant MOV actuators to be 

installed. However, the IPC error only 

affected a limited number of Model 777 

airplanes and not Model 737–600, –700, 

–700C, –800, –900, and –900ER series 

airplanes, and Model 757 and 767 

airplanes. As stated previously, this AD 

was revised and, therefore, does not 

require an inspection, and replacement 

if necessary, for Model 737–600, –700, 

–700C, –800, –900, and –900ER series 

airplanes, Model 757 airplanes, and 

Model 767 airplanes, except for Model 

767–300 series airplanes having line 

numbers 939 and 940. 

We disagree with changing the unsafe 

condition statement since that statement 

reflects the consequent results of 

installing the non-compliant MOV 

actuator. We have not changed this AD 

in this regard. 

Requests To Revise Compliance Time 

for the MOV Actuator Replacement 

Boeing and UAL requested that we 

revise the compliance time in paragraph 

(h) of the proposed AD for the MOV 

actuator replacement from within 60 

months after the effective date of this 

AD to before further flight. The 

commenters stated that this revision 

would then match the language used in 

AD 2008–06–03. 

As we stated previously, the airplanes 

identified in AD 2008–06–03 have been 

removed from paragraph (g) of this AD 

and therefore those airplanes are not 

affected by paragraph (h) of this AD. 

The compliance of ‘‘within 60 months 

after the effective date of this AD’’ does 

correspond with the compliance times 

specified in AD 2009–22–13 and AD 

2013–05–03 and the associated Boeing 

service information. In developing an 

appropriate compliance time, we 

considered the safety implications, parts 

availability, and normal maintenance 

schedules for timely accomplishment of 

replacement of the MOV actuators. In 

consideration of all of these factors, we 

determined that the compliance time, as 

proposed, represents an appropriate 

interval in which the MOV actuator 

having P/N MA20A1001–1 (S343T003– 

39) can be replaced in a timely manner 

within the fleet, while still maintaining 

an adequate level of safety. We have 

confirmed with Boeing that the safety 

analysis supports the compliance of 

‘‘within 60 months after the effective 

date of this AD.’’ Operators are always 

permitted to accomplish the 

requirements of an AD at a time earlier 

than the specified compliance time. We 

have not changed this AD in this regard. 

Request To Remove Parts Installation 

Prohibition 

Boeing and UAL stated that AD 2008– 

06–03, AD 2009–22–13, and AD 2013– 

05–03 already prohibit installation of 

the unsafe MOV actuator. 

From this statement, we infer that the 

commenters would like us to remove 

paragraph (i) of the proposed AD, which 

proposed to prohibit installation of an 

MOV actuator having P/N MA20A1001– 

1 (S343T003–39) on any airplane as of 

the effective date of the AD. We do not 

agree to remove paragraph (i) of this AD. 

While in some instances there are 

prohibitions against installation of these 

MOV actuators, there are certain 

airplanes on which operators are still 

allowed to install these actuators. We 

have determined that paragraph (i) of 

this AD is necessary to ensure that no 

MOV actuators having P/N 

MA20A1001–1 (S343T003–39) are 

installed on any Model 737–600, –700, 

–700C, –800, –900, and –900ER series 

airplane, Model 757 airplane, Model 

767 airplane, or Model 777 airplane. We 

have not changed this AD in this regard. 

Requests To Revise ‘‘Affected AD’’ 

Paragraph 

Boeing and ANA requested that we 

add AD 2008–06–03 to paragraph (b), 

‘‘Affected ADs’’ of the proposed AD. 

ANA also requested that we add AD 

2009–22–13 and AD 2013–05–03 to 

paragraph (b), ‘‘Affected ADs’’ of the 

proposed AD. Boeing stated that AD 

2008–06–03 replaced all MOV actuators 

having P/N MA20A1001–1 (S343T003– 

39), and that the NPRM implied 

otherwise. 

We agree that the referenced ADs are 

related, but we disagree with the request 

to change paragraph (b) of this AD. The 

referenced ADs are similar to this AD 

but are not directly impacted by this 

AD. The term ‘‘affected ADs’’ refers to 

ADs that are directly affected by this 

AD, for example, ADs that are 

superseded, revised, or terminated by 

this AD. Also, as stated previously, 

airplanes affected by AD 2008–06–03 

have been removed from the inspection 

required by paragraph (g) of this AD, 

and therefore, are not included in the 

replacement of MOV actuators having 

P/N MA20A1001–1 (S343T003–39) 

required by paragraph (h) of this AD. 

We have not changed this AD in this 

regard. 

Requests To Use Alternative 

Inspections 

Boeing and DAL requested that we 

make accomplishment of the inspection 

requirements in paragraphs (g) and (h) 

of this AD using the service information 

identified in earlier ADs, such as AD 

2008–06–03, acceptable for addressing 

the unsafe condition identified in this 

AD. Boeing stated that approving those 

previous inspection requirements would 

prevent repetition of inspections already 

performed. 

As we stated previously, the airplanes 

identified in AD 2008–06–03 and 

certain earlier ADs have been removed 

from paragraph (g) of this AD; therefore, 

those airplanes are also not affected by 

paragraph (h) of this AD. Thus, there is 

no need to identify the service 

information from earlier ADs. We have 

not changed this AD in this regard. 

Request To Retain Maintenance 

Records Review 

ANA requested that we retain the 

maintenance records review provided in 

paragraph (g) of the proposed AD to 

determine if an unsafe MOV actuator is 

installed. 

We acknowledge the commenter’s 

request. Paragraph (g) of this AD already 

permits a review of the airplane 

maintenance records to determine if the 

unsafe MOV actuator is installed. We 

have retained that action in this AD. 

Therefore, no additional change to this 

AD is necessary in this regard. 

Requests for Alternative Method of 

Compliance (AMOC) 

ANA and DAL requested that we 

specify the previous related ADs as an 

AMOC for the actions, since those ADs 

do the same actions for some of the 

airplanes identified in the NPRM. 

We partially agree with the 

commenters’ requests. We agree with 

the concept of providing credit for 


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previous actions because most operators 

have already taken the actions required 

by the previously described related ADs. 

We disagree with providing an AMOC 

for previous actions because airplanes 

changed according to the requirements 

of the previously described related ADs 

have been removed from paragraph (g) 

of this AD. No further change to this AD 

has been made in this regard. 

Request for Part Clarification 

SWA requested that we clarify the 

name of the actuator. SWA stated that 

the NPRM preamble describes 

replacement of ‘‘spar-mounted’’ MOV 

actuators, but paragraphs (g), (h), and (i) 

of the proposed AD does not state ‘‘sparmounted.’’ 

We agree to clarify the name of the 

actuator. Most components have several 

ways to refer to them. In order to 

provide consistency, we have removed 

the term ‘‘spar-mounted’’ in the 

preamble of this final rule. 

Request To Provide MOV Actuator 

Locations 

DAL requested that we include or give 

reference to graphics or figures, which 

would clearly illustrate the locations of 

all affected MOV actuators. 

We agree with the commenter’s 

request to specify the locations of all 

affected MOV actuators, but we do not 

agree to reference graphics or figures. 

We have added new paragraphs (g)(1) 

and (g)(2) in this AD to specify the MOV 

actuator locations. 

Request To Revise Part Location 

Wording 

DAL requested that we revise the last 

sentence of paragraph (g) of the 

proposed AD to reflect the fact that 

there are multiple positions for the 

installed MOV actuators. 

We agree with the commenter’s 

request. We have revised the 

introductory text of paragraph (g) of this 

AD to state in part, ‘‘A review of 

airplane maintenance records is 

acceptable in lieu of this inspection, if 

the part number of the actuator at each 

location can be conclusively determined 

from that review.’’ 

Request To Add IPC Terminating 

Action 

DAL requested that we revise the 

NPRM to permit an IPC restriction as 

terminating action for the actions 

required by paragraph (g) of the propose 

AD. DAL stated that it believes this IPC 

restriction would provide an equivalent 

level of safety to the maintenance 

records review specified in paragraph 

(g) of the proposed AD. 

We do not agree with the commenter’s 

request. The IPC would indicate that P/ 

N MA20A1001–1 (S343T003–39) is not 

eligible for installation, but it would not 

require actions for any airplanes with a 

non-compliant actuator that is currently 

installed. In addition, the IPC is not 

FAA-approved and is not used to 

control the configuration of the airplane. 

Therefore, the inspection required by 

paragraph (g) of this AD must be done 

to identify non-compliant actuators and 

paragraph (h) of this AD must be done 

to replace non-compliant actuators. We 

have not changed this AD in this regard. 

Request To Provide Part Replacement 

Procedure Reference 

DAL requested that we include a 

statement in paragraph (h) of the 

proposed AD to specify that MOV 

actuator replacement following the 

applicable aircraft maintenance manual 

(AMM) procedures is an acceptable 

procedure. DAL stated that operators 

will have difficulty complying with the 

part replacement requirements due to 

the lack of specific details relating to the 

part replacement method. 

We agree with the commenter’s 

request. We have added new Note 1 to 

paragraph (h) of this AD, which states 

that guidance on replacing the affected 

MOV actuator can be found in the 

Boeing 767 Aircraft Maintenance 

Manual or the Boeing 777 Aircraft 

Maintenance Manual, as applicable. 

Request To Provide Part Number 

References 

DAL requested that we include a 

statement in paragraph (h) of the 

proposed AD, or an additional new 

paragraph, which would identify all 

known MOV actuator part numbers that 

are acceptable replacement parts. DAL 

stated that operators will have difficulty 

complying with the part replacement 

requirements due to the lack of specific 

details relating to the MOV actuator part 

numbers. 

We do not agree with the commenter’s 

request. The unsafe condition is present 

in only one part number actuator. There 

are several part numbers that are 

appropriate for replacement and new 

ones may become available. As such, we 

only intend to prohibit the installation 

of parts that are known to have unsafe 

conditions associated with them. This 

approach should make it easier for an 

operator to comply with the 

requirements of this AD without the 

need for AMOCs to install future 

acceptable part numbers and still 

prevent unsafe parts from being 

installed. We have not changed this AD 

in this regard. 

Request To Revise Proposed Cost 

Estimates 

DAL requested that we revise the 

proposed costs estimates. DAL stated 

that inspection of all the MOV positions 

(described in Boeing Service Bulletin 

777–28A0034), can take between 3.25 

and 3.75 work-hours, excluding access 

and restoration; and that the oncondition replacement of a single MOV 

actuator can be as high as 51 workhours. DAL also stated that the cost of 

a replacement MOV actuator is $6,862. 

We agree with the commenter’s 

request to revise the cost estimates 

provided in this final rule. We have 

revised the on-condition part cost to 

$6,862. Replacing an actuator can take 

as little as 30 minutes, or up to 51 hours 

if a fuel tank needs to be emptied. 

Therefore, we have revised the oncondition labor cost to up to 51 workhours to reflect the possible higher cost. 

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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 2,140 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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10464 Federal Register / Vol. 81, No. 40 / Tuesday, March 1, 2016 / Rules and Regulations 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Inspection to determine part number (Up to 482 airplanes) 1 work-hour × $85 per hour = 

$85.

$0 $85 Up to $40,970. 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

inspection. We have no way of 

determining the number of aircraft that 

might need these replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Actuator replacement .......... Up to 51 work-hours × $85 per hour = up to $4,335 

per actuator.

$6,862 per actuator ........... Up to $11,197 per actuator. 

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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2016–04–20 The Boeing Company: 

Amendment 39–18414; Docket No. 

FAA–2014–0755; Directorate Identifier 

2014–NM–080–AD. 

(a) Effective Date 

This AD is effective April 5, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company airplanes identified in paragraphs 

(c)(1) through (c)(4) of this AD, certificated in 

any category. 

(1) Model 737–600, –700, –700C, –800, 

–900, and –900ER series airplanes. 

(2) Model 757–200, –200PF, –200CB, and 

–300 series airplanes. 

(3) Model 767–200, –300, –300F, and 

–400ER series airplanes. 

(4) Model 777–200, –200LR, –300, –300ER, 

and –777F series airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 28, Fuel. 

(e) Unsafe Condition 

This AD results from fuel system reviews 

conducted by the manufacturer. We are 

issuing this AD to prevent electrical energy 

from lightning, hot shorts, or fault current 

from entering the fuel tank through the fuel 

valve actuator shaft, which could result in 

fuel tank explosions and consequent loss of 

the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection To Determine Part Number (P/ 

N) 

For Model 767–300 series airplanes having 

line numbers 939 and 940; and Model 777– 

200, –200LR, –300, –300ER, and –777F series 

airplanes, except airplanes having line 

numbers 454 through 551 inclusive, and 563 

and subsequent: Within 60 months after the 

effective date of this AD, do an inspection to 

determine whether any motor-operated 

shutoff valve (MOV) actuators having P/N 

MA20A1001–1 (S343T003–39) for the fuel 

tanks or fuel feed system are installed on the 

airplane. A review of airplane maintenance 

records is acceptable in lieu of this 

inspection if the part number of the actuator 

at each location can be conclusively 

determined from that review. 

(1) For Model 767 airplanes, there are 

several affected actuator locations: the fuel 

shutoff valves, the fuel crossfeed valves, the 

defueling valves, the jettison nozzle valves, 

the jettison transfer valves, the auxiliary 

power unit (APU) fuel shutoff valve and the 

APU fuel isolation valve. 

(2) For Model 777 airplanes, there are 

several affected actuator locations: the fuel 

shutoff valves, the fuel crossfeed valves, the 

defueling valves, the jettison nozzle valves, 

the jettison isolation valves, the APU fuel 

shutoff valve, the APU fuel isolation valve, 

the auxiliary tank isolation valve, the 

auxiliary tank refuel valve, the auxiliary tank 

fuel transfer valve, the auxiliary tank vent 

valve, and the auxiliary tank Number 2 refuel 

isolation valve. 

(h) Replacement 

If, during the inspection required by 

paragraph (g) of this AD, any MOV actuator 


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Federal Register / Vol. 81, No. 40 / Tuesday, March 1, 2016 / Rules and Regulations 10465 

having P/N MA20A1001–1 (S343T003–39) 

for the fuel tanks is installed: Within 60 

months after the effective date of this AD, 

replace the affected MOV actuator with a 

serviceable, FAA-approved MOV actuator 

other than one having P/N MA20A1001–1 

(S343T003–39). 

Note 1 to paragraph (h) of this AD: 

Guidance on replacing the affected MOV 

actuator may be found in the Boeing 767 

Aircraft Maintenance Manual or the Boeing 

777 Aircraft Maintenance Manual, as 

applicable. 

(i) Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install an MOV actuator having 

P/N MA20A1001–1 (S343T003–39) on any 

airplane. 

(j) 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 (k) 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. 

(k) Related Information 

(1) For more information about this AD, 

contact Rebel Nichols, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

ACO, 1601 Lind Avenue SW., Renton, WA 

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

917–6590; email: rebel.nichols@faa.gov. 

(2) 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 availability of this 

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

(l) Material Incorporated by Reference 

None. 

Issued in Renton, Washington, on February 

16, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–04033 Filed 2–29–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2455; Directorate 

Identifier 2014–NM–180–AD; Amendment 

39–18415; AD 2016–04–21] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2008–26– 

07 for all The Boeing Company Model 

DC–8–11, DC–8–12, DC–8–21, DC–8–31, 

DC–8–32, DC–8–33, DC–8–41, DC–8–42, 

and DC–8–43 airplanes; Model DC–8–50 

series airplanes; Model DC–8F–54 and 

DC–8F–55 airplanes; Model DC–8–60 

series airplanes; Model DC–8–60F series 

airplanes; Model DC–8–70 series 

airplanes; and Model DC–8–70F series 

airplanes. AD 2008–26–07 required 

repetitive inspections of the lower skin 

and stringers at certain stations, and 

corrective actions if necessary. This new 

AD continues to require the actions 

specified in AD 2008–26–07 and also 

requires an eddy current high frequency 

(ETHF) inspection for cracks of the 

fastener open holes common to the 

lower skins, stringers, and splice fittings 

at a certain station; installation of 

external doublers and fasteners and 

repetitive eddy current low frequency 

(ETLF) inspections around the fasteners 

for any crack; and corrective actions if 

necessary. This AD was prompted by 

certain mandated programs intended to 

support the airplane reaching its limit of 

validity of the engineering data that 

support the established structural 

maintenance program. We are issuing 

this AD to detect and correct cracks in 

the lower skins, stringers, and fastener 

holes of the splice fittings, which could 

result in the loss of structural integrity 

of the airplane. 

DATES: This AD is effective April 5, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 5, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of January 28, 2009 (73 FR 

78946, December 24, 2008). 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, CA 90846–0001; telephone 

206–544–5000, extension 2; fax 206– 

766–5683; 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 

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–2015– 

2455. 

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–2015– 

2455; 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: 

Chandra Ramdoss, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office 

(ACO), 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; telephone: 

562–627–5239; fax: 562–627–5210; 

email: Chandraduth.Ramdoss@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2008–26–07, 

Amendment 39–15773 (73 FR 78946, 

December 24, 2008), (‘‘AD 2008–26– 

07’’). AD 2008–26–07 applied to all 

McDonnell Douglas Model DC–8–11, 

DC–8–12, DC–8–21, DC–8–31, DC–8–32, 

DC–8–33, DC–8–41, DC–8–42, and DC– 

8–43 airplanes; Model DC–8–50 series 

airplanes; Model DC–8F–54 and DC– 

8F–55 airplanes; Model DC–8–60 series 

airplanes; Model DC–8–60F series 

airplanes; Model DC–8–70 series 

airplanes; and Model DC–8–70F series 

airplanes. The NPRM published in the 

Federal Register on July 2, 2015 (80 FR 

38038) (‘‘the NPRM’’). The NPRM was 

prompted by certain mandated 

programs intended to support the 

airplane reaching its limit of validity of 


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