Document ID: FAA-2008-0618-0008
Agency: faa
Document Type: Proposed Rule
Title: Airworthiness Directives: The Boeing Company Airplanes
Posted Date: 2013-03-07T05:00Z

[Federal Register Volume 78, Number 45 (Thursday, March 7, 2013)]
[Proposed Rules]
[Pages 14722-14726]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-05202]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0618; Directorate Identifier 2007-NM-355-AD]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of 
comment period.

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SUMMARY: We are revising an earlier proposed airworthiness directive 
(AD) for all The Boeing Company Model 777 airplanes. That NPRM proposed 
to require performing repetitive operational tests of the engine fuel 
suction feed of the fuel system, and other related testing if 
necessary. That NPRM was prompted by reports of two in-service 
occurrences on Model 737-400 airplanes of total loss of boost pump 
pressure of the fuel feed system, followed by loss of fuel system 
suction feed capability on one engine, and in-flight shutdown of the 
engine. This action revises that NPRM by proposing to revise the 
maintenance program to incorporate a revision to the Airworthiness 
Limitations Section of the maintenance planning data (MPD) document. We 
are proposing this supplemental NPRM to detect and correct failure of 
the engine fuel suction feed of the fuel system, which, in the event of 
total loss of the fuel boost pumps, could result in dual engine 
flameout, inability to restart the engines, and consequent forced 
landing of the airplane. Since these actions impose an additional 
burden over that proposed in the previous NPRM, we are reopening the 
comment period to allow the public the chance to comment on these 
proposed changes.

DATES: We must receive comments on this supplemental NPRM by April 22, 
2013.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, 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 proposed 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 review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, Washington. For information on the availability of 
this material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this proposed AD, the regulatory 
evaluation, any comments received, and other information. The street 
address for the Docket Office (phone: 800-647-5527) is in the

[[Page 14723]]

ADDRESSES section. Comments will be available in the AD docket shortly 
after receipt.

FOR FURTHER INFORMATION CONTACT: Sue Lucier, Aerospace Engineer, 
Propulsion Branch, ANM-140S, 1601 Lind Avenue SW., Renton, Washington 
98057-3356; phone: 425-917-6438; fax: 425-917-6590; email: 
suzanne.lucier@faa.gov.

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-2008-0618; 
Directorate Identifier 2007-NM-355-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

    We issued an NPRM to amend 14 CFR part 39 to include an AD that 
would apply to all The Boeing Company Model 777 airplanes. That NPRM 
published in the Federal Register on June 6, 2008 (73 FR 32253). That 
NPRM proposed to require repetitive operational tests of the engine 
fuel suction feed of the fuel system, and other related testing if 
necessary. That NPRM was prompted by reports of two in-service 
occurrences on The Boeing Company Model 737-400 airplanes of total loss 
of boost pump pressure of the fuel feed system, followed by loss of 
fuel system suction feed capability on one engine, and in-flight 
shutdown of the engine. The subject area on Model 777 airplanes is 
almost identical to that on the affected Model 737-400 airplanes. 
Therefore, those Model 777 airplanes may be subject to the unsafe 
condition revealed on the Model 737-400 airplanes.

Actions Since Previous NPRM (73 FR 32253, June 6, 2008) Was Issued

    Since we issued the previous NPRM (73 FR 32253, June 6, 2008), we 
have received comments from operators indicating a high level of 
difficulty performing the actions in the previous NPRM during 
maintenance operations.

Relevant Service Information

    We reviewed Section 9, ``Airworthiness Limitations (AWLs) and 
Certification Maintenance Requirements (CMRs),'' D622W001-9, Revision 
February 2012, of the Boeing 777 Maintenance Planning Data (MPD) 
Document. Among other things, Section 9 describes AWL No. 28-AWL-101, 
``Engine Fuel Suction Feed Operational Test, of Section D.2., Engine 
Fuel Suction Feed System,'' which provides procedures for performing 
repetitive operational tests of the engine fuel suction feed of the 
fuel system.

Comments

    We gave the public the opportunity to comment on the previous NPRM 
(73 FR 32253, June 6, 2008). The following presents the comments 
received on the previous NPRM and the FAA's response to each comment.

Requests To Clarify if Engine Fuel Suction Feed Test Is Allowed in Lieu 
of the Operational Test

    Airlines for America (A4A) on behalf of its member American 
Airlines (AAL), Japan Airlines (JAL), Air New Zealand (ANZ), British 
Airways (BA), and Boeing asked that we clarify the engine fuel suction 
feed test procedure in the airplane maintenance manual (AMM) as an 
option to performing the operational test in the previous NPRM (73 FR 
32253, June 6, 2008). AAL and BA asked that we consider adding the 
engine fuel suction feed manifold leak-test procedure specified in the 
AMM task card as an option to performing the operational test. AAL, 
JAL, and ANZ stated that Boeing 777 Task Card 28-020-02-01 specifies 
two approved procedures to perform the operational test, but operators 
need only one of those to perform the test. JAL also stated that it has 
been doing the operational test as specified in MPD Item 28-020-00 or 
28-02-01, as applicable; these MPD items identify AMM Task 28-22-00-
710-802, ``Engine Fuel Suction Feed--Operational Test,'' and AMM Task 
28-22-15-790-808, ``Engine Fuel Feed and Refuel Manifold Leak 
Isolation,'' at 7,500 flight-hour intervals. JAL stated that the two 
tasks are equivalent tests and each would satisfy the operations test 
requirement of the previous NPRM.
    We agree to provide clarification. The manifold test (Task 28-22-
00-710-801) is not equivalent to the operational test (Task 28-22-00-
710-802) for the purposes of this proposed action. The positive 
internal fuel line pressure applied during the manifold test does not 
simulate the same conditions encountered during fuel suction feed 
(i.e., vacuum), and might mask a failure. Therefore, we have not 
changed the supplemental NPRM in this regard.

Request to Extend Compliance Time

    United Airlines (UAL) asked that we extend the compliance time in 
the previous NPRM (73 FR 32253, June 6, 2008) from 7,500 flight hours 
to 7,500 flight hours or 25 months. UAL stated that this extension 
would provide operators the opportunity to do the test during 
maintenance checks.
    We agree with the commenter for the reason provided; however, 
Boeing has recommended a standardized calendar time for that compliance 
time extension of ``Within 7,500 flight hours or 3 years, whichever is 
first.'' Therefore, we have changed this supplemental NPRM to revise 
the maintenance program to incorporate the AWL identified in Appendix 1 
of this AD, which includes an interval of ``7,500 flight hours or 3 
years, whichever is first.'' With the exception of including a calendar 
time in the task interval, Appendix 1 of this AD is equivalent to AWL 
No. 28-AWL-101, ``Engine Fuel Suction Feed Operational Test,'' of 
Section D.2., ``AWLS--Fuel Systems,'' of Section 9, ``Airworthiness 
Limitations (AWLs) and Certification Maintenance Requirements (CMRs),'' 
D622W001-9, Revision February 2012, of the Boeing 777 Maintenance 
Planning Data (MPD) Document.

Request To Include Corrective Action

    Boeing asked that additional testing, better described as 
corrective action, be included in the proposed requirements of the 
previous NPRM (73 FR 32253, June 6, 2008). Boeing recommended that 
paragraph (f) of the previous NPRM be changed to add corrective actions 
in case the engine suction feed operational test is not successful.
    We disagree with the request to include corrective action for this 
supplemental NPRM, since the AWL already includes that requirement. 
Therefore, we have not changed the supplemental NPRM in this regard.

Request To Clarify Reason for the Unsafe Condition

    Boeing asked that we clarify the reason for the unsafe condition 
identified in the previous NPRM (73 FR 32253, June 6, 2008). Boeing 
asked that the AD include the results from a report of in-service 
occurrences of loss of fuel system suction feed capability on one 
engine, due to two in-service engine flameout events on a Model 737-400 
airplane while operating on suction feed with undetected air leak 
failures. Boeing

[[Page 14724]]

stated that there are no known reports of any engine flameout related 
to events on Model 777 airplanes. Boeing acknowledged that undetected 
air leaks could exist and that this maintenance procedure is a 
proactive measure to ensure engine flameout will not occur during 
suction feed operation.
    We agree to clarify the unsafe condition. We have revised the 
Summary section and paragraph (e) of this supplemental NPRM 
accordingly.

Requests for Changes to Certain Maintenance Document References

    Boeing asked that we remove the AMM reference to Section 28-22-00 
specified in paragraph (f) of the previous NPRM (73 FR 32253, June 6, 
2008). Boeing stated that the AMM is covered in Boeing 777 Task Card 
28-020-02-01, and noted that having fewer references included lessens 
the chance of errors. UAL asked that we specify using the task card or 
the AMM, but not require using both. UAL also noted that the AMM 
reference to the General Description section of the AMM is incorrect. 
UAL stated that the correct reference is in Section 28-22-00, titled 
``Engine Fuel Feed System--Adjustment/Test.'' ANZ added that, since the 
task cards are extracts from the AMM, the previous NPRM should state 
that two methods are approved. BA stated that the task card is already 
covered by the AMM, and noted that the task card identified in 
paragraph (g) of the previous NPRM applies only to Trent powered 
airplanes. Boeing also asked that we consider adding engine specific 
task cards for operational tests of the engine fuel suction feed.
    We acknowledge and agree with the commenters concerns regarding the 
maintenance documents referenced in the previous NPRM (73 FR 32253, 
June 6, 2008). However, these maintenance documents are not FAA 
approved and we do not have the publication controls associated with 
AD-related service documents. We do not agree with incorporating the 
requested changes because we have mandated an FAA-approved document 
instead, which should eliminate these issues. We have made no change to 
the supplemental NPRM in this regard.

Requests To Allow the Use of Later Revisions of the Maintenance 
Documents

    ANZ, BA, and Boeing asked that we allow using later revisions of 
the referenced maintenance documents, because those documents could be 
revised over time and would require frequent requests for alternative 
methods of compliance (AMOCs).
    We do not agree with the request. Allowing later revisions of 
service documents in an AD is not allowed by the Office of the Federal 
Register regulations for approving materials incorporated by reference. 
We have made no change to the supplemental NPRM in this regard.

Request To Revise Costs of Compliance Section

    AAL asked that the cost estimate be changed. AAL stated that the 
cost estimate specified in the previous NPRM (73 FR 32253, June 6, 
2008) should not reflect labor only, because approximately 10 minutes 
of engine run-time will consume roughly 600 pounds of fuel per 
operational test. AAL noted that for its current fleet of 47 Model 777 
airplanes, this equates to an additional 28,200 pounds of fuel expended 
every 7,500 flight hours to accomplish the proposed test.
    We acknowledge the commenter's request. Although fuel is used 
during the operational test, we have not received data on the amount of 
fuel used during a test. In addition, fuel costs vary among operators. 
Therefore, we do not have definitive data that would enable us to 
provide a cost estimate for the fuel used. In any case, we have 
determined that direct and incidental costs are still outweighed by the 
safety benefits of the AD. We have made no change to the supplemental 
NPRM in this regard.

FAA's Determination

    We are proposing this supplemental NPRM because we evaluated all 
the relevant information and determined the unsafe condition described 
previously is likely to exist or develop in other products of the same 
type design. Certain changes described above expand the scope of the 
original NPRM (73 FR 32253, June 6, 2008). As a result, we have 
determined that it is necessary to reopen the comment period to provide 
additional opportunity for the public to comment on this supplemental 
NPRM.

Proposed Requirements of the Supplemental NPRM

    This supplemental NPRM revises the previous NPRM (73 FR 32253, June 
6, 2008), by proposing to revise the maintenance program to incorporate 
a revision to the Airworthiness Limitations Section of the MPD 
document.
    This supplemental NPRM proposes to require a revision to certain 
operator maintenance documents to include new operational tests. 
Compliance with these tests is required by 14 CFR 91.403(c). For 
airplanes that have been previously modified, altered, or repaired in 
the areas addressed by these tests, the operator might not be able to 
accomplish the tests described in the revisions. In this situation, to 
comply with 14 CFR 91.403(c), the operator must request approval for an 
AMOC according to the procedures specified in paragraph (j) of this AD. 
The request should include a description of changes to the required 
tests that will ensure the continued operational safety of the 
airplane.

Explanation of Change to Costs of Compliance

    Since issuance of the previous NPRM (73 FR 32253, June 6, 2008), 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 labor rate.

Costs of Compliance

    We estimate that this proposed AD would affect 676 airplanes of 
U.S. registry. We estimate the following costs to comply with this 
proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
              Action                       Labor cost           Cost per product       Cost on U.S. operators
----------------------------------------------------------------------------------------------------------------
Maintenance Program Revision.....  1 work-hour x $85 per      $85 per test........  $57,460, per test.
                                    hour = $85.
----------------------------------------------------------------------------------------------------------------

[[Page 14725]]

    We have received no definitive data that would enable us to provide 
a cost estimate for the on-condition actions or the optional 
terminating action specified in this AD.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation Programs'' 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701: ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this 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),
    (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.

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

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

The Boeing Company: Docket No. FAA-2008-0618; Directorate Identifier 
2007-NM-355-AD.

(a) Comments Due Date

    We must receive comments by April 22, 2013.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all The Boeing Company Model 777-200, -200LR, 
-300, and -300ER series airplanes, certificated in any category.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 2800, Aircraft Fuel System.

(e) Unsafe Condition

    This AD was prompted by reports of two in-service occurrences on 
Model 737-400 airplanes of total loss of boost pump pressure of the 
fuel feed system, followed by loss of fuel system suction feed 
capability on one engine, and in-flight shutdown of the engine. We 
are issuing this AD to detect and correct failure of the engine fuel 
suction feed of the fuel system, which, in the event of total loss 
of the fuel boost pumps, could result in dual engine flameout, 
inability to restart the engines, and consequent forced landing of 
the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Maintenance Program Revision

    Within 90 days after the effective date of this AD: Revise the 
maintenance program to incorporate the Airworthiness Limitation 
(AWL) identified in Appendix 1 of this AD. The initial compliance 
time for accomplishing AWL No. AWL-28-101 is within 7,500 flight 
hours or 3 years after the effective date of this AD, whichever is 
first.

(h) No Alternative Actions, Intervals, and/or Critical Design 
Configuration Control Limitations (CDCCLs)

    After accomplishing the revision required by paragraph (g) of 
this AD, no alternative actions (e.g., tests), intervals, or CDCCLs 
may be used unless the actions, intervals, or CDCCLs are approved as 
an alternative method of compliance (AMOC) in accordance with the 
procedures specified in paragraph (j) of this AD.

(i) Credit for Incorporating Previous Maintenance Program Revision

    This paragraph provides credit for the actions required by 
paragraph (g) of this AD, if those actions were performed before the 
effective date of this AD using AWL No. 28-AWL-101, Engine Fuel 
Suction Feed Operational Test, of Section D.2., AWLS--Fuel Systems 
of Section 9, Airworthiness Limitations (AWLs) and Certification 
Maintenance Requirements (CMRs), D622W001-9, Revision February 2012, 
of the Boeing 777 Maintenance Planning Data (MPD) Document, provided 
the revised ``interval'' specified in Appendix 1 of this AD is 
incorporated into the existing maintenance program within 90 days 
after the effective date of this AD.

(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 the Related Information 
section of this AD. Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@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 Sue Lucier, 
Aerospace Engineer, Propulsion Branch, ANM-140S, 1601 Lind Avenue 
SW., Renton, Washington 98057-3356; phone: 425-917-6438; fax: 425-
917-6590; email: suzanne.lucier@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 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.

[[Page 14726]]

                                                   Appendix 1
----------------------------------------------------------------------------------------------------------------
             AWL No.                  Task          Interval          Applicability            Description
----------------------------------------------------------------------------------------------------------------
28-AWL-101.......................  ALI......  7,500 FH or 3        ALL................  Engine Fuel Suction Feed
                                               years, whichever                          Operational Test.
                                               is first.
                                                                                          An Engine Fuel Suction
                                                                                        Feed Operational Test
                                                                                        must be accomplished
                                                                                        successfully on each
                                                                                        engine individually.
                                                                                        This test is required in
                                                                                        order to protect against
                                                                                        engine flameout during
                                                                                        suction feed operations,
                                                                                        and must meet the
                                                                                        following requirements
                                                                                        (refer to Boeing AMM 28-
                                                                                        22-00):
                                                                                          Fuel Tank Quantity
                                                                                        Limitations:
                                                                                           Engine No. 1
                                                                                             a. The Center Tank
                                                                                              Fuel Quantity must
                                                                                              not exceed 5,000
                                                                                              lbs (2,270 kg).
                                                                                             b. The Main Tank
                                                                                              No. 1 Fuel
                                                                                              Quantity must be
                                                                                              between 1,400 lbs-
                                                                                              1,600 lbs (600 kg-
                                                                                              800 kg).
                                                                                               NOTE: Excess fuel
                                                                                                can be
                                                                                                transferred to
                                                                                                Main Tank No. 2.
                                                                                           Engine No. 2
                                                                                             a. The Center Tank
                                                                                              Fuel Quantity must
                                                                                              not exceed 5,000
                                                                                              lbs (2,270 kg).
                                                                                             b. The Main Tank
                                                                                              No. 2 Fuel
                                                                                              Quantity must be
                                                                                              between 1,400 lbs-
                                                                                              1,600 lbs (600 kg-
                                                                                              800 kg).
                                                                                               NOTE: Excess fuel
                                                                                                can be
                                                                                                transferred to
                                                                                                Main Tank No. 1.
                                                                                          Test Procedural
                                                                                        Limitations:
                                                                                           1. The Fuel Cross-
                                                                                            Feed Valve must be
                                                                                            CLOSED.
                                                                                           2. The APU Selector
                                                                                            Switch must be OFF.
                                                                                           3. Idle Engine Warm-
                                                                                            up time of minimum
                                                                                            two minutes with
                                                                                            Boost Pump ON.
                                                                                           4. Idle Engine
                                                                                            Suction Feed (Boost
                                                                                            Pump OFF) operation
                                                                                            for a minimum of
                                                                                            five minutes.
                                                                                           NOTE: APU may be used
                                                                                            to start the engines
                                                                                            provided the Fuel
                                                                                            Tank Quantity and
                                                                                            Test Procedural
                                                                                            Limitations are met.
                                                                                           The test is
                                                                                            considered a success
                                                                                            if engine operation
                                                                                            is maintained during
                                                                                            the five-minute
                                                                                            period and engine
                                                                                            parameters (N1, N2,
                                                                                            and Fuel Flow) do
                                                                                            not decay relative
                                                                                            to those observed
                                                                                            with Boost Pump ON.
                                                                                           A suction fee system
                                                                                            that fails the
                                                                                            operational test
                                                                                            must be repaired or
                                                                                            maintained, and
                                                                                            successfully pass
                                                                                            the Engine Suction
                                                                                            Feed Operational
                                                                                            Test prior to
                                                                                            further flight.
----------------------------------------------------------------------------------------------------------------

Directorate Identifier 2007-NM-355-AD

    Issued in Renton, Washington, on February 15, 2013.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2013-05202 Filed 3-6-13; 8:45 am]
BILLING CODE 4910-13-P