[Federal Register Volume 62, Number 26 (Friday, February 7, 1997)]
[Rules and Regulations]
[Pages 5748-5752]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-2854]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 96-NM-57-AD; Amendment 39-9922; AD 97-03-17]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747 and 757 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to all Boeing Model 747 and 757 series airplanes, that
requires repetitive visual inspections to detect discrepancies of the
wire terminal assembly, electrical connector, and wire insulation on
the fuel pump; and replacement of the fuel pump with a new fuel pump,
if necessary. This amendment also requires repetitive insulation
resistance tests of the fuel pump wiring. This amendment is prompted by
reports of fuel leaks at the fuel boost and override/jettison pumps due
to corrosion. The actions specified by this AD are intended to prevent
such a fuel leakage, which could result in a fire at the location of
the affected fuel pump.
DATES: Effective March 14, 1997.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of March 14, 1997.
ADDRESSES: The service information referenced in this AD may be
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. This information may be examined at the Federal
Aviation Administration (FAA), Transport Airplane Directorate, Rules
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of
the Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: G. Michael Collins, Aerospace
Engineer, Seattle Aircraft Certification Office, Propulsion Branch,
ANM-140S, FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056; telephone (206) 227-2689; fax (206) 227-
1181.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to all Boeing Model 747 and 757
series airplanes was published in the Federal Register on August 14,
1996 (61 FR 42195). That action proposed to require a visual inspection
to detect discrepancies of the wire terminal assembly, electrical
connector, and wire insulation on the fuel pump; and replacement of the
fuel pump with a new fuel pump, if necessary. That action also proposed
to require repetitive insulation resistance tests of the fuel pump
wiring.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Support for the Proposal
One commenter supports the proposed AD.
Request To Allow Credit for Use of Previous Versions of Service
Bulletins
Several commenters request that the proposal be revised to provide
credit to those operators who have already initiated the inspections in
accordance with the original versions of Boeing Service Bulletins 747-
28A2194 and 757 28A0043. One of these commenters, states that Revision
1 of both of these service bulletins, which are referenced in the
proposal, contain essentially the same inspection and test procedures
of the subject fuel pumps as is contained the original versions.
The FAA concurs partially with the commenters' request:
The FAA finds that both the original version and Revision 1 of
Boeing Service Bulletin 757 28A0043, which is applicable to Model 757
series airplanes, contain essentially identical inspection procedures.
Therefore, operators of those airplanes will be given credit for any
inspections conducted in accordance with the original version of the
service bulletin accomplished prior to the effective date of this AD.
The final rule has been revised to indicate this.
However, the FAA finds that Revision 1 of Boeing Service Bulletin
747-28A2194, which is applicable to Model 747 series airplanes, is
substantively different from the original version, in that Revision 1
adds a continuity check of the pin 4 bonding strap internal to the pump
(the pump ground wire). Although the manufacturer asserts that this
continuity check ``does not affect the result of the key insulation
resistance test which determines the condition of the pump connector,''
the FAA maintains that the continuity check is an important step,
without which the resistance test cannot be considered adequate.
Therefore, operators who previously have performed the resistance tests
in accordance with the original version of that service bulletin will
not be granted credit for those tests as compliance with the applicable
requirements of this AD.
Request To Clarify Applicability of Requirements to New Airplanes
One commenter requests that the proposal be revised to clarify what
inspection actions would be required of new airplanes that are
delivered after the effective date of the AD. The commenter states that
the proposal is not clear whether the AD applies to these new airplanes
or not, and, if it does apply, when the first inspection is required.
The FAA does not consider that any further clarification of the
applicability of the AD is necessary. The applicability statement of
the AD clearly indicates that it is applicable to ``all Model 747 and
757 airplanes.'' This includes airplanes delivered now or in the
future; it is not limited to any range of existing airplanes. Since the
configuration of the subject area on all of these airplanes, from the
earliest manufactured to the most recent, is similar, all are subject
to the unsafe condition addressed by this AD.
To clarify the commenter's concern as to when the first inspection
of new airplanes is required, the FAA points out that any airplane that
is manufactured and/or delivered after 120 days after the effective
date of this AD, will have to be inspected in accordance with the AD
prior to its delivery, as required by the Federal Aviation Regulations
(FAR). The AD stipulates in its compliance provisions that the actions
are required at the time specified in the AD, ``unless [those actions
have been] accomplished previously.'' The inspection of the pumps that
is conducted previous to the delivery of the new airplanes is
considered to be the initial inspection required by the AD.
Request To Extend Compliance Time for Initial Inspection
Several commenters request that the proposal be revised to extend
the proposed compliance time of 120 days for the initial inspection to
as much as 9 months. Most of these commenters are airline operators,
and request the extension in order to accommodate the inspection during
their regular maintenance schedules. One of these
[[Page 5749]]
commenters requests that the initial inspection interval be based on
how many hours have accumulated on the affected fuel pump. Another
commenter requests that the compliance time be stated as ``the
operator's next `C'-check'' for new airplanes delivered after the
effective date of the AD. Several commenters request an extension
because they are concerned that an ample number of spare fuel pumps
will not be available to support the affected fleet, should it be
necessary to replace all pumps within the proposed 120-day compliance
period.
The FAA does not concur with the commenters' requests to extend the
compliance time. In developing an appropriate compliance time for this
action, the FAA considered not only the degree of urgency associated
with addressing the subject unsafe condition, but the availability of
necessary parts and the practical aspect of conducting the required
inspections within an interval of time that parallels normal scheduled
maintenance for the majority of affected operators. The FAA also took
into account the manufacturer's recommendation (specified in the
referenced Boeing service bulletin) that the first inspection to be
conducted ``at the next maintenance time when manpower and equipment
are available.'' The FAA finds that, for the majority of affected
operators, some scheduled maintenance will occur within the 120-day
compliance period.
As for the commenters' concern that the availability of an ample
number of replacement parts will be a problem, the FAA has received no
indication to substantiate that parts will not be available during the
compliance period. The FAA has been advised that there is a 60-day
turnaround time for ordering retrofit pumps from at least one vendor;
this should provide enough time for operators to obtain parts within
the 120-day compliance time for the initial inspection.
In light of these factors, the FAA finds no technical justification
for delaying the initiation of inspections any further. The FAA has
determined that the 120-day compliance time for accomplishing the
initial inspection is not only appropriate, but warranted.
Request To Extend Repetitive Inspection Intervals
Several commenters request that the proposal be revised to extend
the intervals for repetitive visual inspections of the pumps from the
proposed ``5,000 hours or 18 months, whichever occurs first.'' Some
commenters request that the interval be specified as ``every `C'-
check;'' others request that it be ``every 8,000 flight hours.'' The
commenters indicate that such extensions would allow the inspections to
be conducted during regularly scheduled maintenance intervals. One
commenter requests that the repetitive inspection interval be extended
for airplanes equipped with permanently mounted fuel vapor sensors that
can detect leaked fuel and fuel vapor in the vicinity of the pump.
The FAA does not concur with the commenters' requests to extend the
repetitive inspection interval. Based on the fact that the subject
problem is associated with corrosion, the FAA considers that a 5,000
flight hour/18-month interval represents the maximum time allowable for
the affected airplanes to continue to operate prior to accomplishing
the required inspections without compromising safety. Since maintenance
schedules may vary from operator to operator, there would be no
assurance that the inspection (and any necessary replacement) would be
accomplished during that maximum interval. Therefore, to specify the
interval as a ``C''-check would not be appropriate.
The FAA cannot concur with the commenter who requested an extension
if a permanently mounted fuel vapor sensor is installed, since the
device has not been approved by the FAA for use in the affected
airplanes for the specific purpose of detecting fuel leaks near a fuel
booster pump. Since the certification process for approval of such a
device may take many months, the FAA considers that, for the time
being, revising the requirements of the AD in relation to the use of
such a device is not appropriate.
Request To Specify Flight Hours in Compliance Time Intervals
One commenter requests that the proposal be revised to indicate
that the various inspections and tests are required to be performed at
intervals stated in terms of ``flight hours.'' The proposal stated
these compliance times in terms of ``hours.''
The FAA concurs, since this was the intent of those requirements.
(The word ``flight'' was inadvertently omitted from the published
version of the proposal.) The final rule has been corrected to indicate
that the initial inspection is to be repeated at intervals not to
exceed 5,000 flight hours or 18 months, whichever occurs first; and the
insulation resistance test is to be repeated at intervals not to exceed
500 flight hours.
Request To Allow Replacement With Other Than ``New'' Fuel Pumps
Several commenters request that the proposal be revised to allow
the installation of other than ``new'' fuel pumps whenever replacement
of the pump is required. These commenters point out that the reference
to ``new'' fuel pump in the provisions of the proposed AD literally
excludes the use of a refurbished or overhauled pump. Since both an
overhauled and a new pump are airworthy, the commenters request that
either be allowed to be installed as replacement parts. Another
commenter points out that the use of the word ``new'' may create the
misunderstanding that a replacement pump must be a ``new model'' or a
later configuration.
The FAA concurs with the commenters' request, and has revised the
provisions in the final rule to indicate that discrepant fuel pumps
must be replaced with ``new or serviceable'' pumps.
Request To Delete Resistance Test on Replacement Pumps
Several commenters request that the proposal be revised to delete
the requirement to perform an insulation resistance test of the fuel
pump wiring after a fuel pump is replaced. The commenters maintain that
the insulation resistance test provided in the Component Maintenance
Manual (CMM) is more stringent than that provided in the referenced
Boeing service bulletins. Several of these commenters (both U.S. and
non-U.S. operators) state that all of the spare pumps in their
inventories must pass an insulation resistance test in accordance with
the CMM before they are put on the shelf. The commenters assert that,
to require another resistance test immediately after a spare is
installed as a replacement pump, is needlessly redundant.
The FAA does not concur with the commenters' request. While some
operators may be conducting the resistance tests on the spares in their
inventory, the FAA has no assurance that all operators are doing so.
The FAA cannot assume that all operators, worldwide, are following such
procedures. Further, the FAA has determined that the resistance test
procedures described in the referenced Boeing service bulletins are
both adequate and appropriate for detecting the sort of reduced
resistance that would pose safety concerns. In light of these factors,
the FAA finds no reason to delete the requirement for a
[[Page 5750]]
resistance test of replaced fuel pumps prior to flight.
Request To Allow Continued Flight if Replacement Pump is
Unavailable
One commenter requests that paragraph (a)(1)(i) of the proposal be
revised to allow continued flight if the resistance measurement is less
than or equal to 1 megohms and a new unit is not available. The
proposal would require that the fuel pump be replaced prior to further
flight. This commenter suggests that a pump that fails the insulation
resistance test could be deactivated and the airplane be allowed to
continue in service in accordance with the Minimum Equipment List (MEL)
under the guidelines contained in sections 2-28-22-1 and 2-28-22-2 of
the Boeing Dispatch Deviation Guide, Document D630N002. The failed pump
should then be replaced as soon as a new unit is available.
The FAA does not concur with the commenter's request. The actions
specified by this AD are intended to prevent fuel leakage in the area
of the fuel boost and override pumps; such leakage could result in a
fire at the location of the affected fuel pump. Based on the safety
implications associated with this unsafe condition, the FAA has
determined that, if a pump is found to be defective during the
inspections required by this AD, that pump must be replaced and the
airplane must not continue to operate until the pump is replaced. The
FAA finds no technical justification to permit further flight without
an operative pump. Where there are differences between an AD and an
MEL, the AD prevails.
Further, as indicated earlier, the FAA is not aware of any problem
regarding obtaining replacement pumps as needed to comply with this AD.
If operators are concerned about the availability of replacement parts,
they should schedule the required inspections so that another pump is
always available if needed for replacement.
Request To Clarify Need for Fuel Pump Ground Continuity Check
One commenter requests clarification as to whether a continuity
check of the fuel pump ground wire is required as part of the
insulation resistance test. The commenter does not consider the
proposal to be clear on this.
The FAA considers that the requirement to conduct the continuity
check was implicit in the proposal. The procedures for conducting the
continuity check are clearly iterated in the same paragraph of the
Accomplishment Instructions (of both Boeing service bulletins
referenced in the proposal) as the procedures for the insulation
resistance test. Since the continuity check of the ground wire is
unquestionably a part of the required resistance test, it is required
to be conducted for compliance with this AD. (As stated previously, the
FAA considers the check to be an important step, without which the
resistance test cannot be considered adequate.) To make this eminently
clear to operators, however, the FAA has added NOTE 3 to paragraph (a)
of the final rule to indicate that the continuity check of the pump
ground wire is part of the insulation resistance test.
Request To Revise Criteria of Insulation Resistance Test
One commenter requests that paragraphs (a)(1)(ii), (a)(1)(iii),
(a)(2)(ii), and (a)(2)(iii) be revised to specify that ``all''
resistance measurements must be greater than the indicated value in
order to allow the continuation of inspections (rather than replacement
of the fuel pump). There are three resistances to be measured, one per
power pin, and all of them should register between 1 and 5 megohms or
more than 5 megohms to be considered acceptable for remaining on the
airplane. However, the wording in the proposal states that inspections
are to be repeated if ``any'' resistance measurement is greater than
the specific value; this implies that only one of the three power pins
must meet this resistance requirement. The referenced service bulletin
instructions specify that ``all`` of the pins should meet the
requirement.
The FAA concurs that revision is necessary. It was the intent of
the FAA to make the requirements of the AD as parallel as possible to
the instructions and recommendations of the manufacturer's reference
service bulletin. The final rule has been revised accordingly.
Request To Allow Use of Alternative Equipment for Testing
One commenter requests that the proposal be revised to indicate
that use of testing equipment, other than that specified in the
referenced Boeing service bulletins, is permitted when accomplishing
the required inspections. The commenter first points out that the
AVTRON Model T477W bonding meter called out in the Accomplishment
Instructions of Boeing Service Bulletin 757-28A0043, Revision 1, does
not measure the full range of acceptable resistance values (10 megohms
or less). The commenter requests that use of this meter not be
required. Additionally, the commenter states that it is nearly
impossible to accomplish the resistance checks by pressing the meter
probes against the electrical contacts of the motor. To facilitate
obtaining these measurements, the commenter recommends, instead, the
use of a break-out box with a connector that mates to the pump; the
commenter has used this method successfully on eight airplanes in its
fleet. The commenter also states that other options are available, such
as adapter leads for meter probes, and the proposal should reference
these.
The FAA does not consider that a revision to the requirements of
the AD is necessary. As for use of the AVTRON bonding meter, Boeing has
reiterated to the FAA that this ohmmeter is perfectly appropriate for
measuring low resistances, and is currently the only ohmmeter that can
be used in areas where there is the potential existence of flammable
fluids. As for the use of a break-out box or other equipment not
specified in the referenced Boeing service bulletins, the FAA cannot
comment without further data. However, under the provisions of
paragraph (c) of the final rule, the FAA may approve requests for use
of alternative methods of compliance if data are submitted to
substantiate that such methods would provide an acceptable level of
safety.
Request for Terminating Action
Two commenters request that the proposed rule be revised to include
terminating action for the repetitive inspections.
The FAA cannot concur with these commenters, since a terminating
action does not currently exist. The addressed unsafe condition is
related to the problems associated with corrosion that occurs in the
fuel pump assembly; unless the materials of the components themselves
are changed to more corrosion-resistant materials, or unless the design
of the assembly itself is totally reconfigured, there likely will be no
terminating action in the very near future. However, via the reporting
requirement included in this AD, the FAA will continue to monitor the
on-going condition of this area within the fleet. If conditions
warrant, the FAA may consider additional rulemaking action to ensure
further improvements of the pump assembly.
Request for Extension of Reporting Requirement
Two commenters request that paragraph (b) of the proposal be
revised to extend the time for submitting the initial inspection
results from the proposed 10 days to 30 days.These commenters indicate
that, due to the sheer volume of data required,
[[Page 5751]]
especially of operators with large fleets, additional time will be
needed to prepare a complete and comprehensive report of findings.
The FAA concurs and has revised paragraph (b) of the final rule
accordingly.
The FAA has also revised paragraph (b) to indicate that operators
who already accomplished the initial inspection prior to the effective
date of the AD should submit the report within 30 days after the
effective date.
Request To Specify Additional Service Information
Crane Company, Hydro-Aire Division, which the manufacturer of the
fuel boost and override pumps, requests that the proposal be revised to
cite Crane's Service Information Letter (SIL) 989-9-8, dated July 22,
1996, as an additional source of appropriate service instructions. This
commenter states that the SIL provides detailed instructions regarding
replacement of the connectors that exhibit resistance lower than the
acceptable limits specified in the referenced Boeing service bulletins.
The FAA does not concur. The SIL provides instructions for
repairing existing fuel pumps that require the replacement of
electrical connectors. This information could be used for pump repair,
but the FAA does not consider it necessary for accomplishing the
actions required by this AD. The FAA finds that the information
contained in the reference Boeing service bulletins is sufficient for
conducting those actions properly.
Conclusion
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes previously
described. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
Cost Impact
There are approximately 1,084 Model 747 series airplanes and 716
Model 757 series airplanes of the affected design in the worldwide
fleet. Of these airplanes, 242 Model 747 series airplanes and 462 Model
757 series airplanes are of U.S. registry and will be affected by this
AD.
For the 242 Model 747 series airplanes, it will take approximately
18 work hours per airplane to accomplish the required actions, at an
average labor rate of $60 per work hour. Based on these figures, the
cost impact of the AD on U.S. operators of Model 747 series airplanes
is estimated to be $261,360, or $1,080 per airplane.
For the 462 Model 757 series airplanes, it will take approximately
12 work hours per airplane to accomplish the required actions, at an
average labor rate of $60 per work hour. Based on these figures, the
cost impact of the AD on U.S. operators of Model 757 series airplanes
is estimated to be $332,640, or $720 per airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the requirements of this
AD action, and that no operator would accomplish those actions in the
future if this AD were not adopted.
Regulatory Impact
The regulations adopted herein will not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is
not a ``significant regulatory action'' under Executive Order 12866;
(2) is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a
significant economic impact, positive or negative, on a substantial
number of small entities under the criteria of the Regulatory
Flexibility Act. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it may be obtained
from the Rules Docket at the location provided under the caption
ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
97-03-17 Boeing: Amendment 39-9922. Docket 96-NM-57-AD.
Applicability: All Model 747 and 757 series airplanes,
certificated in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (c) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent fuel leakage at the fuel boost and override/jettison
pumps, which could result in a fire at the location of the affected
fuel pump, accomplish the following:
(a) Within 120 days after the effective date of this AD, perform
a visual inspection to detect discrepancies (i.e., fuel leak, heat
discoloration, and damage) of the wire terminal assembly, electrical
connector, and wire insulation on the fuel pump, in accordance with
Boeing Service Bulletin 747-28A2194, Revision 1, dated January 18,
1996 (for Model 747 series airplanes), or Boeing Service Bulletin
757-28A0043, Revision 1, dated January 18, 1996 (for Model 757
series airplanes), as applicable.
Note 2: Inspections accomplished prior to the effective date of
this AD in accordance with Boeing Service Bulletin 757-280043, dated
November 7, 1995, are considered acceptable for compliance with the
requirements of this paragraph.
(1) If no discrepancy is detected, prior to further flight,
perform an insulation resistance test of the fuel pump wiring, in
accordance with the Accomplishment Instructions of the applicable
service bulletin.
Note 3: Each insulation resistance test of the fuel pump wiring
includes a continuity check of the fuel pump ground wire, as
specifically indicated in the Accomplishment Instructions of the
applicable Boeing service bulletin(s).
(i) If any resistance measurement is less than or equal to 1
megohms, prior to further flight, replace the fuel pump with a new
or serviceable fuel pump, in accordance with the applicable service
bulletin. Prior to further flight following accomplishment of the
replacement, repeat the insulation resistance test.
(ii) If all resistance measurements are greater than 1 megohm,
but one or more are less than 5 megohms: Repeat the visual
inspection and insulation resistance test within 500 flight hours,
or replace the fuel
[[Page 5752]]
pump with a new or serviceable fuel pump. Prior to further flight
following accomplishment of the replacement, repeat the insulation
resistance test.
(iii) If all resistance measurements are greater than or equal
to 5 megohms, repeat the visual inspection and insulation resistance
test within 5,000 flight hours or 18 months, whichever occur first.
(2) If any discrepancy is detected, prior to further flight,
replace the fuel pump with a new or serviceable fuel pump, in
accordance with the applicable service bulletin. Prior to further
flight following accomplishment of the replacement, perform an
insulation resistance test of the fuel pump wiring, in accordance
with the Accomplishment Instructions of the applicable service
bulletin.
(i) If any resistance measurement is less than or equal to 1
megohms, prior to further flight, replace the fuel pump with a new
or serviceable fuel pump, in accordance with the applicable service
bulletin. Prior to further flight following accomplishment of the
replacement, repeat the insulation resistance test.
(ii) If all resistance measurements are greater than 1 megohm,
but one or more are less than 5 megohms: Repeat the visual
inspection and insulation resistance test within 500 flight hours,
or replace the fuel pump with a new or serviceable fuel pump. Prior
to further flight following accomplishment of the replacement,
repeat the insulation resistance test.
(iii) If all resistance measurements are greater than or equal
to 5 megohms, repeat the visual inspection and insulation resistance
test within 5,000 flight hours or 18 months, whichever occur first.
(b) Within 30 days after accomplishing the initial visual
inspection required by paragraph (a) of this AD, or within 30 days
after the effective date of this AD, whichever is later, submit a
report of the inspection results (both positive and negative
findings) to the Manager, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton, Washington 98055-4056;
telephone (206) 227-2180; fax (206) 227-1181. Information collection
requirements contained in this regulation have been approved by the
Office of Management and Budget (OMB) under the provisions of the
Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have
been assigned OMB Control Number 2120-0056.
(c) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Seattle Aircraft Certification
Office (ACO), FAA, Transport Airplane Directorate. Operators shall
submit their requests through an appropriate FAA Principal
Maintenance Inspector, who may add comments and then send it to the
Manager, Seattle ACO.
Note 4: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Seattle ACO.
(d) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
(e) Except as specified in NOTE 2 of this AD, the actions shall
be done in accordance with Boeing Service Bulletin 747-28A2194,
Revision 1, dated January 18, 1996 (for Model 747 series airplanes);
or Boeing Service Bulletin 757-28A0043, Revision 1, dated January
18, 1996 (for Model 757 series airplanes); as applicable. This
incorporation by reference was approved by the Director of the
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part
51. Copies may be obtained from Boeing Commercial Airplane Group,
P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be
inspected at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington; or at the Office of the Federal
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
(f) This amendment becomes effective on March 14, 1997.
Issued in Renton, Washington, on January 30, 1997.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 97-2854 Filed 2-6-97; 8:45 am]
BILLING CODE 4910-13-P