Federal Register / Vol. 74, No. 104 / Tuesday, June 2, 2009 / Proposed Rules 26317 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

Although the MCAI or service information 

allows further flight after cracks are found 

during compliance with the required action, 

paragraph (f)(2) of this AD requires that you 

replace any cracked lug of the RAT machined 

support with a new support before further 

flight. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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: Kenny Kaulia, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–2848; fax (425) 227–1149. 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. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI Ageˆncia Nacional de 

Aviac ̧a ̃o Civil (ANAC) Airworthiness 

Directives 2008–10–05 and 2008–10–06, both 

dated November 10, 2008; Embraer Service 

Bulletin 170–53–0057, dated February 21, 

2008; and Embraer Service Bulletin 190–53– 

0027, dated February 18, 2008; for related 

information. 

Issued in Renton, Washington, on May 20, 

2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–12802 Filed 6–1–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0454; Directorate 

Identifier 2008–NM–156–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–400, 747–400D, and 747– 

400F Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Boeing Model 747–400, 747–400D, and 

747–400F series airplanes. For all 

airplanes, this proposed AD would 

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 tanks override/ 

jettison fuel pumps; and, for certain 

airplanes, installing new relays and 

wiring for the horizontal stabilizer 

override/jettison fuel pumps. This 

proposed AD would also require a 

revision to the maintenance program to 

incorporate Airworthiness Limitation 

No. 28–AWL–24 and No. 28–AWL–26. 

For certain airplanes, this proposed AD 

would also require installing an 

automatic shutoff system for the 

horizontal stabilizer tank fuel pumps 

and installing a new integrated display 

system. This proposed AD results from 

fuel system reviews conducted by the 

manufacturer. We are proposing 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: We must receive comments on 

this proposed AD by July 17, 2009. 

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 proposed 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: Jon 

Regimbal, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6506; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2009–0454; Directorate Identifier 

2008–NM–156–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The FAA has examined the 

underlying safety issues involved in fuel 

tank explosions on several large 

transport airplanes, including the 

adequacy of existing regulations, the 

26318 Federal Register / Vol. 74, No. 104 / Tuesday, June 2, 2009 / Proposed Rules 

service history of airplanes subject to 

those regulations, and existing 

maintenance practices for fuel tank 

systems. As a result of those findings, 

we issued a regulation titled ‘‘Transport 

Airplane Fuel Tank System Design 

Review, Flammability Reduction and 

Maintenance and Inspection 

Requirements’’ (66 FR 23086, May 7, 

2001). In addition to new airworthiness 

standards for transport airplanes and 

new maintenance requirements, this 

rule included Special Federal Aviation 

Regulation No. 88 (‘‘SFAR 88,’’ 

Amendment 21–78, and subsequent 

Amendments 21–82 and 21–83). 

Among other actions, SFAR 88 

requires certain type design (i.e., type 

certificate (TC) and supplemental type 

certificate (STC)) holders to substantiate 

that their fuel tank systems can prevent 

ignition sources in the fuel tanks. This 

requirement applies to type design 

holders for large turbine-powered 

transport airplanes and for subsequent 

modifications to those airplanes. It 

requires them to perform design reviews 

and to develop design changes and 

maintenance procedures if their designs 

do not meet the new fuel tank safety 

standards. As explained in the preamble 

to the rule, we intended to adopt 

airworthiness directives to mandate any 

changes found necessary to address 

unsafe conditions identified as a result 

of these reviews. 

In evaluating these design reviews, we 

have established four criteria intended 

to define the unsafe conditions 

associated with fuel tank systems that 

require corrective actions. The 

percentage of operating time during 

which fuel tanks are exposed to 

flammable conditions is one of these 

criteria. The other three criteria address 

the failure types under evaluation: 

Single failures, single failures in 

combination with a latent condition(s), 

and in-service failure experience. For all 

four criteria, the evaluations included 

consideration of previous actions taken 

that may mitigate the need for further 

action. 

We have determined that the actions 

identified in this AD are necessary to 

reduce the potential of ignition sources 

inside fuel tanks, which, in combination 

with flammable fuel vapors, could result 

in fuel tank explosions and consequent 

loss of the airplane. 

Safety assessments conducted by 

Boeing indicate that there is a risk of an 

ignition source in the main and center 

fuel tanks for Model 747–400, 747– 

400D, and 747–400F series airplanes, 

and in the horizontal stabilizer fuel 

tanks of Model 747–400 series airplanes, 

if the override/jettison pump continues 

to run for an extended time after the fuel 

level goes below the pump inlet. 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 

condition, in combination with 

flammable fuel vapors, could result in a 

fuel tank explosion and consequent loss 

of the airplane. 

Other Related Rulemaking 

Installing a new integrated display 

system (IDS) in accordance with Boeing 

Service Bulletin 747–31–2376, 747–31– 

2377, or 747–31–2378, all dated 

September 5, 2006, as applicable, would 

provide an acceptable substitute for 

complying with certain paragraphs of 

the ADs listed below. 

• Paragraph E. of AD 90–09–06, 

amendment 39–6581 (55 FR 15217, 

April 23, 1990). That AD applies to all 

Model 747 series airplanes and requires, 

among other actions, installing a system 

to provide visual warning signals to 

alert flightcrew members and ground 

crew personnel of certain incorrect 

indications. 

• Paragraph (b) of AD 91–13–10 R1, 

amendment 39–8158 (57 FR 2446, 

January 22, 1992). That AD applies to 

certain Boeing Model 747 and 767 series 

airplanes and requires, among other 

actions, replacing the engine indicating 

and crew alerting system (EICAS) 

computers. 

• Paragraph (d)(1) of AD 96–07–09, 

amendment 39–9558 (61 FR 14608, 

April 3, 1996). That AD applies to all 

Boeing Model 747–400, 757, and 767 

series airplanes and requires, among 

other actions, installing an upgraded 

EICAS computer that provides 

‘‘advisory’’ messages to the flightcrew to 

indicate an impending engine fuel filter 

bypass condition for each engine. 

• Paragraph (a)(3)(iii) of AD 2000–02– 

22, amendment 39–11540 (65 FR 5222, 

February 3, 2000). That AD applies to 

certain Boeing Model 747–400 series 

airplanes and requires, among other 

actions, modifying the IDS software. 

• Paragraph (a)(2)(ii) of AD 2000–12– 

21, amendment 39–11799 (65 FR 39079, 

June 23, 2000). [A correction of that AD 

was published in the Federal Register 

on July 18, 2000 (65 FR 44432).] That 

AD requires, among other actions, 

modifying the IDS software. 

• Paragraph (d)(2)(iv) of AD 2003–16– 

16, amendment 39–13269 (68 FR 51439, 

August 27, 2003). That AD applies to 

certain Boeing Model 747–400 series 

airplanes and requires, among other 

actions, installing new IDS software in 

six integrated display units and three 

electronic flight information (EFI)/ 

EICAS interface units. 

• Paragraph (d)(1) of AD 2004–10–05, 

amendment 39–13635 (69 FR 28052, 

May 18, 2004). That AD applies to 

certain Boeing Model 747–400, 747– 

400D, 747–400F, 757–200, 757–200PF, 

757–200CB, 767–200, 767–300, and 

767–300F series airplanes. That AD 

requires, among other actions for Model 

747–400, –400D, and –400F series 

airplanes, replacing the three EFIS/ 

EICAS interface units (EIU), installing 

new software in the integrated display 

units (IDUs) and EIUs, replacing certain 

central maintenance computers (CMCs), 

and installing new software in the 

CMCs. 

For airplanes with a horizontal 

stabilizer fuel tank and with horizontal 

stabilizer tank fuel pump auto-shutoff 

installed, installing a new IDS in 

accordance with Boeing Service Bulletin 

747–31–2376, 747–31–2377, or 747–31– 

2378, all dated September 5, 2006, as 

applicable, would provide an acceptable 

method for complying with certain 

paragraphs of the ADs listed below, 

provided the certificate limitations 

enclosed with FAA Letter 140S–06–343, 

dated November 17, 2006, are 

incorporated into the limitations section 

of the applicable airplane flight manual 

(AFM) revision specified in the 

applicable AD. 

• Paragraph (a) of AD 2001–12–21, 

amendment 12777 (66 FR 33170, June 

21, 2001). That AD applies to all Boeing 

Model 747 series airplanes and requires, 

among other actions, revising the 

Limitations Section of the AFM to 

include procedures to prevent dry 

operation of the center wing fuel tank 

override/jettison pumps and, for certain 

airplanes, to prohibit operation of the 

horizontal stabilizer tank transfer 

pumps in-flight. 

• Paragraph (a) of AD 2001–21–07, 

amendment 39–12478 (66 FR 54652, 

October 30, 2001). That AD applies to 

certain Boeing Model 747 series 

airplanes and requires, among other 

actions, revising the AFM to specify the 

amount of fuel necessary for operating 

the override/jettison fuel pumps, and to 

specify not resetting the circuit breakers 

for the override/jettison fuel pumps if 

they are tripped. 

• Paragraph (c)(2) of AD 2002–19–52, 

amendment 39–12900 (67 FR 61253, 

September 30, 2002). That AD applies to 

all Boeing Model 737–600, –700, –700C, 

–800, and –900 series airplanes; Model 

747 series airplanes; and Model 757 

series airplanes. That AD requires, 

among other actions, revising the AFM 

Federal Register / Vol. 74, No. 104 / Tuesday, June 2, 2009 / Proposed Rules 26319 

to advise the flightcrew of certain 

operating restrictions for maintaining 

minimum fuel levels. 

• Paragraph (a) of AD 2002–24–52, 

amendment 39–12993 (68 FR 14, 

January 2, 2003). That AD applies to all 

Boeing Model 747–400, –400D, and 

–400 F series airplanes and requires, 

among other actions, revising the AFM 

to require the flightcrew to maintain 

certain minimum fuel levels in the 

center wing fuel tank, and to prohibit 

the use of the horizontal stabilizer fuel 

tank. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–28A2280, dated 

August 7, 2008. This service bulletin 

describes procedures for 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 tanks override/jettison fuel 

pumps. The related investigative and 

corrective actions include doing a 

general visual inspection for corrosion 

of the ground stud assembly during the 

installation of the P914 relay panel and 

cleaning or replacing the ground stud 

assembly if necessary. Boeing Alert 

Service Bulletin 747–28A2280 specifies 

that the installation of a new integrated 

display system (IDS), as described in the 

following service bulletins, must be 

done before or at the same time as the 

actions in the alert service bulletin: 

• Boeing Service Bulletin 747–31– 

2376, dated September 5, 2006, for 

Model 747–400, and –400F series 

airplanes that have General Electric 

engines, except for airplanes having 

variable numbers (V/Ns) RL429, RL430, 

RL473, RL511, and RL521, which 

received new software in production. 

• Boeing Service Bulletin 747–31– 

2377, dated September 5, 2006, for 

Model 747–400, and –400F series 

airplanes that have Pratt & Whitney 

engines, except for airplanes having 

V/Ns RL456, RL492, and RL502, which 

received new software in production. 

• Boeing Service Bulletin 747–31– 

2378, dated September 5, 2006, for 

Model 747–400, –400D, and –400F 

series airplanes that have Rolls Royce 

engines. 

We have also reviewed Boeing Alert 

Service Bulletin 747–28A2281, dated 

December 13, 2007, for Model 747–400 

series airplanes. This service bulletin 

describes procedures for installing new 

relays and wiring in the horizontal 

stabilizer override/jettison fuel pumps. 

Boeing Alert Service Bulletin 747– 

28A2281 specifies that the installation 

of a new automatic shutoff system for 

the horizontal stabilizer tank (HST) fuel 

pumps, as described in the following 

service bulletin, must be done before or 

at the same time as the actions in the 

alert service bulletin: Boeing Service 

Bulletin 747–28A2262, Revision 1, 

dated May 8, 2008, for Model 747–400 

series airplanes, except for airplanes 

having V/Ns RM403, RM441, RM442, 

RM443, and RM445. 

We have also reviewed Section 9, 

‘‘Airworthiness Limitations (AWLs) and 

Certification Maintenance Requirements 

(CMRs),’’ Boeing 747–400 Maintenance 

Planning (MPD) Data Document 

D621U400–9, Revision April 2008 

(hereafter referred to as ‘‘Document 

D621U400–9’’). Sub-section D of 

Document D621U400–9 describes AWLs 

for fuel tank systems. Sub-section D of 

Document D621U400–9 includes the 

following fuel system AWLs: 

• AWL No. 28–AWL–24, which is a 

repetitive functional test to verify 

continued functionality of the automatic 

shutoff system for the fuel boost pump 

of the HST. This AWL applies to Model 

747–400 airplanes, line numbers (L/Ns) 

1343 and subsequent, and those that 

have been modified in accordance with 

Boeing Service Bulletin 747–28A2262. 

• AWL No. 28–AWL–26, which is a 

repetitive operational test to verify the 

continued functionality of the 

uncommanded on system for the 

override/jettison pump of the main 2 

and main 3 fuel tanks. This AWL 

applies to Model 747–400, –400D, and 

–400F airplanes, L/Ns 1380 and 

subsequent, and those that have been 

modified in accordance with Boeing 

Alert Service Bulletin 747–28A2280. 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require, for all airplanes 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 tanks override/jettison fuel 

pumps; and, for certain airplanes, 

installing new relays and wiring for the 

horizontal stabilizer override/jettison 

fuel pumps. This proposed AD would 

also require a revision to the 

maintenance program to incorporate 

Airworthiness Limitation No. 28–AWL– 

24 and No. 28–AWL–26. For certain 

airplanes, this proposed AD would also 

require installing an automatic shutoff 

system for the horizontal stabilizer tank 

fuel pumps and installing a new 

integrated display system. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 102 airplanes of U.S. 

registry. The following table provides 

the estimated costs for U.S. operators to 

comply with this proposed AD. The 

average labor rate is $80 per work hour. 

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.

375 to 394 ........ $65,015 to 

$65,451.

$95,015 to 

$96,971.

102 ................... $9,691,530 to 

$9,891,042. 

Installing a new IDS and revising the AFM 

when done (prior/concurrent action).

2 to 3 ................ $0 ..................... Up to $240 ....... Up to 102 ......... Up to $24,480. 

Installing relays and wiring for horizontal 

stabilizer tank (HST).

73 to 79 ............ $0 ..................... $5,840 to 

$6,320.

74 ..................... $432,160 to $467,680. 

Installing a new automatic shutoff for the 

HST.

44 ..................... $4,112 .............. $7,632 .............. 74 ..................... $564,768. 

Revising the maintenance program .......... 1 ....................... $0 ..................... $80 ................... 102 ................... $8,160. 

26320 Federal Register / Vol. 74, No. 104 / Tuesday, June 2, 2009 / Proposed Rules 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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: 

Boeing: Docket No. FAA–2009–0454; 

Directorate Identifier 2008–NM–156–AD. 

Comments Due Date 

(a) We must receive comments by July 17, 

2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 747– 

400, 747–400D, and 747–400F series 

airplanes, certificated in any category; as 

identified in Boeing Alert Service Bulletins 

747–28A2280, dated August 7, 2008, and 

747–28A2281, dated December 13, 2007. 

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 (m) 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, –400D, and –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 Alert 

Service Bulletin 747–28A2280, dated August 

7, 2008. 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 Alert 

Service Bulletin 747–28A2281, dated 

December 13, 2007. 

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, –400D, and –400F 

series airplanes identified in paragraphs 

(h)(1)(i), (h)(1)(ii), and (h)(1)(iii) of this AD: 

Install a new integrated display system (IDS) 

in accordance with the 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, –400D, and –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 –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 –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 1, dated May 8, 2008. 

Installations accomplished before the 

effective date of this AD in accordance with 

Boeing Service Bulletin 747–28A2262, dated 

March 15, 2007, are acceptable for 

compliance with the installation required by 

this paragraph. 

Maintenance Program Revision 

(i) 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),’’ Boeing 747–400 

Maintenance Planning (MPD) Data 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 

(j) After accomplishing the action specified 

in paragraph (i) 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 (m) of 

this AD. 

Federal Register / Vol. 74, No. 104 / Tuesday, June 2, 2009 / Proposed Rules 26321 

Acceptable Action for Certain ADs 

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

series airplanes: Installing a new IDS 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 1 of this AD. 

TABLE 1—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. 

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

series airplanes with a horizontal stabilizer 

fuel tank and with horizontal stabilizer tank 

fuel pump auto-shutoff installed: Installing a 

new IDS 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, 

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 2 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. 

The CWT must contain a minimum of 

17,000 pounds (7,700 kilograms) prior to 

engine start, if the CWT override/jettison 

pumps are to be selected ON during takeoff. 

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 

is fueled and used: 

The horizontal stabilizer tank (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 center wing tank, 3,000 

pounds (1,400 kilograms) for main tanks, and 

2,100 pounds (1,000 kilograms) for the 

horizontal stabilizer tank. (These 

requirements apply for defueling or 

transferring between tanks.) 

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 

There is no change to the maximum zero 

fuel gross weight found in the airplane flight 

manual. 

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 CWT and the HST may be emptied 

normally during an emergency. 

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 (l) 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 (l) of this AD are also included as 

an enclosure to FAA Letter 140S–06–343, 

dated November 17, 2006. 

TABLE 2—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. 

Alternative Methods of Compliance 

(AMOCs) 

(m)(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: Jon Regimbal, 

Aerospace Engineer, Propulsion Branch, 

ANM–140S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, 

SW., Renton, Washington 98057–3356; 

telephone (425) 917–6506; fax (425) 

917–6590. Or, e-mail information to 9- 

ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance 

26322 Federal Register / Vol. 74, No. 104 / Tuesday, June 2, 2009 / Proposed Rules 

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. 

Issued in Renton, Washington, on May 11, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–12742 Filed 6–1–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0496; Directorate 

Identifier 2008–NM–139–AD] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Model F.27 Mark 050 and F.28 Mark 

0100 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Several incidents have been reported 

where an electrical burning smell was noted 

in the cockpit, originating from the Electrical 

Power Centre. Troubleshooting revealed a 

partly molten terminal, which normally 

attaches a wire or bus bar to a stud of an 

Electrical Power Contactor, Part Number 

(P/N) SG02206. Furthermore, heat damage to 

the contactor stud itself was found. * * * 

* * * * * 

This condition, if not corrected, could lead 

to further cases of overheating of terminals 

and studs of Electrical Power Contactors 

P/N SG02206, possibly resulting in the loss 

of electrical power systems, electrical arcing 

and fire/smoke in the cockpit. 

The proposed AD would require 

actions that are intended to address the 

unsafe condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by July 2, 2009. 

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 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For Fokker service information 

identified in this proposed AD, contact 

Fokker Services B.V., Technical 

Services Dept., P.O. Box 231, 2150 AE 

Nieuw-Vennep, the Netherlands; 

telephone +31 (0) 252–627–350; fax +31 

(0) 252–627–211; e-mail 

technicalservices.

fokkerservices@stork.com; Internet 

http://www.myfokkerfleet.com. 

For Goodrich service information 

identified in this proposed AD, contact 

Goodrich Corporation, Power Systems, 

1555 Corporate Woods Parkway, 

Uniontown, Ohio 44685–8799; 

telephone 330–487–2007; fax 330–487– 

1902; e-mail twinsburg.

techpubs@goodrich.com; Internet http:// 

www.goodrich.com/TechPubs. 

You may review copies of the 

referenced service information at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, 

call 425–227–1221 or 425–227–1152. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1137; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2009–0496; Directorate Identifier 

2008–NM–139–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2008–0091, 

dated May 13, 2008 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

Several incidents have been reported 

where an electrical burning smell was noted 

in the cockpit, originating from the Electrical 

Power Centre. Troubleshooting revealed a 

partly molten terminal, which normally 

attaches a wire or bus bar to a stud of an 

Electrical Power Contactor, Part Number 

(P/N) SG02206. Furthermore, heat damage to 

the contactor stud itself was found. Material 

investigation revealed that the terminal, 

which was attached to the stud, was not 

properly torque tightened when the incident 

occurred. Loss of torque is considered to 

have occurred during operation, for reasons 

not fully understood. Further loosening may 

have taken place in-service under influence 

of vibration. As a result, poor contact caused 

electrical arcing during which extremely high 

temperatures were developed, leading to 

partial melting of the terminal. 

Investigation of some other burned 

contactors revealed evidence (flat spring lock 

washer) of a fully torqued terminal/stud 

connection when the overheating occurred. 

The exact cause for the increase in 

temperature in the contactor and the 

terminal/stud could not be determined. 

However, it could not be excluded that an 

increase of the temperature inside the 

contactor could lead to reduction of the 

reliability of the contactor stud/terminal 

connection due to loss of lock washer 

tension. The affected Electrical Power 

Contactor is used on several locations in the 

electrical power system, i.e. Generator Line 

Contactor (GLC), Bus Tie Contactor (BTC), 

Auxiliary Power Contactor (APC) and 

External Power Contactor (EPC).