[Federal Register Volume 63, Number 114 (Monday, June 15, 1998)]
[Proposed Rules]
[Pages 32624-32628]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-15783]
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Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
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Federal Register / Vol. 63, No. 114 / Monday, June 15, 1998 /
Proposed Rules
[[Page 32624]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 97-NM-325-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-100, -200, -300, -SP,
and -400F Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to all Boeing Model 747-100, -200, -
300, -SP, and -400F series airplanes. Among other things, this proposal
would require repetitive leak checks of the lavatory drain system and
repair, if necessary; installation of a cap or flush/fill line ball
valve on the flush/fill line; would require periodic seal changes; and
replacement of any ``donut'' type valves installed in the waste drain
system. This proposal is prompted by continuing reports of damage to
engines and airframes, separation of engines from airplanes, and damage
to property on the ground, caused by ``blue ice'' that forms from
leaking lavatory drain systems on transport category airplanes and
subsequently dislodges from the airplane fuselage. The actions
specified by this proposed AD are intended to prevent damage to
engines, airframes, and property on the ground that is associated with
the problems of ``blue ice'' that forms from leaking lavatory drain
systems on transport category airplanes and subsequently dislodges from
the airplane fuselage.
DATES: Comments must be received by July 30, 1998.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 97-NM-325-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except
Federal holidays.
This information may be examined at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington.
FOR FURTHER INFORMATION CONTACT: Don Eiford, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW., Renton, Washington;
telephone (425) 227-2788; fax (425) 227-1181.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 97-NM-325-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules
Docket No. 97-NM-325-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
Over the past several years, the FAA has received numerous reports
of leakage from the lavatory service systems on in-service transport
category airplanes that resulted in the formation of ``blue ice'' on
the fuselage. In some instances, the ``blue ice'' subsequently
dislodged from the fuselage and was ingested into an engine. In several
of these incidents, the ingestion of blue ice into an engine resulted
in the loss of an engine fan blade, severe engine damage, and the
inflight shutdown of the engine. In two cases, the loads created by the
``blue ice'' being ingested into the engine resulted in the engine
being physically torn from the airplane. Damage to an engine, or the
separation of an engine from the airplane, could result in reduced
controllability of the airplane.
The FAA also has received reports of at least three incidents of
damage to the airframe of various models of transport category
airplanes that was caused by foreign objects dislodged from the forward
toilet drain valve and flush/fill line. One report was of a dent on the
right horizontal stabilizer leading edge on a Boeing Model 737 series
airplane that was caused by ``blue ice'' that had formed from leakage
through a flush/fill line; in this case, the flush/fill cap was missing
from the line at the forward service panel. Numerous operators have
stated that leakage from the flush/fill line is a significant source of
problems associated with ``blue ice.'' Such damage caused by ``blue
ice'' could adversely affect the integrity of the fuselage skin or
surface structures.
Additionally, there have been numerous reports of ``blue ice''
dislodging from airplanes and striking houses, cars, buildings, and
other occupied areas on the ground. Although there have been no reports
of any person being struck by ``blue ice,'' the FAA considers that the
large number of reported cases of ``blue ice'' falling from lavatory
drain systems is sufficient to support the conclusion that ``blue ice''
presents an unsafe condition to people on the ground. Demographic
studies have shown that population density has increased around
airports, and probably will continue to increase. These are populations
that are at greatest risk of
[[Page 32625]]
damage and injury due to ``blue ice'' dislodging from an airplane
during descent. Without actions to ensure that leaks from the lavatory
drain systems are detected and corrected in a timely manner, ``blue
ice'' incidents could go unchecked and eventually someone may be
struck, perhaps fatally, by falling ``blue ice.''
Current Rules
On November 9, 1994, the FAA issued AD 94-23-10, amendment 39-9073
(59 FR 59124, November 16, 1994), which is applicable to Boeing Model
727 series airplanes. That AD contains numerous requirements that are
similar to those proposed in this action, which is applicable to Model
747 series airplanes. In fact, several of the proposed requirements of
this action are based on alternative methods of compliance that the FAA
had approved previously for compliance with AD 94-23-10.
The FAA is currently considering additional rulemaking to address
the problems associated with ``blue ice'' on other transport category
airplanes.
Discussion of the Proposed Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other products of this same type design, the FAA is
proposing this AD, which would require the following actions:
Paragraph (a) of the proposed AD would require periodic replacement
of the valve seals of each lavatory drain system with new valve seals.
This paragraph also would require repetitive leak tests of the lavatory
dump valve and drain valve (either service panel or in-line drain
valve). The leak test of panel valves would be required to be performed
with a minimum of 3 PSID applied across the valve. If any leak is
discovered during the leak tests, operators would be required either to
repair the leak and retest it, or drain the lavatory system and placard
it inoperative until repairs can be made.
In cases where the panel valve has both an inner seal and an outer
cap seal, in lieu of pressure testing of the outer cap seal, operators
are provided with the option of performing a visual inspection for
damage or wear of the outer cap seal and seal surface. Any damaged
parts detected would be required to be repaired or replaced prior to
further flight, or the lavatory drained and placarded inoperative until
repairs can be made.
Additionally, the flush/fill line anti-siphon valve would be
required to be leak checked. Seals of the anti-siphon (check) valve,
flush/fill line cap, or flush/fill line ball valve would be required to
be replaced periodically.
Paragraph (b) of the proposed AD would require that all operators
install a lever/lock cap on the flush/fill lines for all service
panels, or install a flush/fill ball valve Kaiser Electroprecision part
number series 0062-0009 on the flush/fill lines for all lavatories.
Paragraph (c) of the proposed AD would require that, before an
operator places an airplane into service, a schedule for accomplishment
of the leak tests required by this AD shall be established. This
provision is intended to ensure that transferred airplanes are
inspected in accordance with the AD on the same basis as if there were
continuity in ownership, and that scheduling of the leak tests for each
airplane is not delayed or postponed due to a transfer of ownership.
Airplanes that have previously been subject to the AD would have to be
checked in accordance with either the previous operator's or the new
operator's schedule, whichever would result in the earlier
accomplishment date for that leak test. Other airplanes would have to
be inspected before an operator could begin operating them or in
accordance with a schedule approved by the FAA Principal Maintenance
Inspector (PMI), but within a period not to exceed 200 flight hours.
Economic Impact
There are approximately 711 Model 747 series airplanes of the
affected design in the worldwide fleet. The FAA estimates that 201
airplanes of U.S. registry and 89 U.S. operators would be affected by
this proposed AD.
The proposed waste drain system leak test and outer cap inspection
would take approximately 6 work hours per airplane to accomplish, at an
average labor rate of $60 per work hour. Based on these figures, the
cost impact on U.S. operators of the waste drain system leak test and
outer cap inspection is estimated to be $72,360, or $360 per airplane,
per test/inspection.
Certain airplanes (i.e., those that have ``donut'' type drain
valves installed) may be required to be leak tested as many as 15 times
each year. Certain other airplanes having other valve configurations
would be required to be leak tested as few as 1 time each year. Based
on these figures, the annual (recurring) cost impact of the required
repetitive leak tests on U.S. operators is estimated to be between $360
and $5,400 per airplane per year.
With regard to replacement of ``donut'' type drain valves, the cost
of a new valve is approximately $1,200. However, the number of leak
tests for an airplane that is flown an average of 3,000 flight hours a
year is thereby reduced from 15 tests to 3 tests. The cost reduction
because of the number of tests required is approximately equal to the
cost of the replacement valve. Therefore, no additional cost would be
incurred.
The FAA estimates that it would take approximately 1 work hour per
airplane lavatory drain to accomplish a visual inspection of the
service panel drain valve cap/door seal and seal mating surfaces, at an
average labor rate of $60 per work hour. As with leak tests, certain
airplanes would be required to be visually inspected as many as 15
times or as few as 3 times each year. Based on these figures, the
annual (recurring) cost impact of the required repetitive visual
inspections on U.S. operators is estimated to be between $180 and $900
per airplane per year.
The proposed installation of the flush/fill line cap would take
approximately 1 work hour per cap to accomplish, at an average labor
rate of $60 per work hour. The cost of required parts would be $275 per
cap. There are an average of 4 caps per airplane. Based on these
figures, the cost impact on U.S. operators of these proposed
requirements of this AD is estimated to be $269,340, or $1,340 per
airplane, per replacement cycle.
The seal replacements of the drain valves required by paragraph (a)
of this AD would require approximately 2 work hours to accomplish, at
an average labor cost of $60 per hour. The cost of required parts would
be $200 per each seal change. Based on these figures, the cost impact
on U.S. operators of these proposed requirements of this AD is
estimated to be $64,320, or approximately $320 per airplane per
replacement.
The number of required work hours, as indicated above, is presented
as if the accomplishment of the actions proposed in this AD were to be
conducted as ``stand alone'' actions. However, in actual practice,
these actions could be accomplished coincidentally or in combination
with normally scheduled airplane inspections and other maintenance
program tasks. Therefore, the actual number of necessary ``additional''
work hours would be minimal in many instances. Additionally, any costs
associated with special airplane scheduling should be minimal.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the current or proposed
requirements of this AD action, and that no operator would accomplish
those actions in the future if this AD were not adopted.
[[Page 32626]]
The FAA recognizes that the obligation to maintain aircraft in an
airworthy condition is vital, but sometimes expensive. Because AD's
require specific actions to address specific unsafe conditions, they
appear to impose costs that would not otherwise be borne by operators.
However, because of the general obligation of operators to maintain
aircraft in an airworthy condition, this appearance is deceptive.
Attributing those costs solely to the issuance of this AD is
unrealistic because, in the interest of maintaining safe aircraft,
prudent operators would accomplish the required actions even if they
were not required to do so by the AD.
A full cost-benefit analysis has not been accomplished for this
proposed AD. As a matter of law, in order to be airworthy, an aircraft
must conform to its type design and be in a condition for safe
operation. The type design is approved only after the FAA makes a
determination that it complies with all applicable airworthiness
requirements. In adopting and maintaining those requirements, the FAA
has already made the determination that they establish a level of
safety that is cost-beneficial. When the FAA, as in this proposed AD,
makes a finding of an unsafe condition, this means that the original
cost-beneficial level of safety is no longer being achieved and that
the required actions are necessary to restore that level of safety.
Because this level of safety has already been determined to be cost-
beneficial, a full cost-benefit analysis for this proposed AD would be
redundant and unnecessary.
Regulatory Impact
The regulations proposed herein would 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
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that 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) if promulgated, 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 copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
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:
Boeing: Docket 97-NM-325-AD.
Applicability: All Model 747-100, -200, -300, -SP, and -400F
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 (d) 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 engine damage, airframe damage, and/or hazard to
persons or property on the ground as a result of ``blue ice'' that
has formed from leakage of the lavatory drain system or flush/fill
systems and dislodged from the airplane, accomplish the following:
(a) Accomplish the applicable requirements of paragraphs (a)(1)
through (a)(9) of this AD at the time specified in each paragraph.
If the waste drain system incorporates more than one type of valve,
only one of the waste drain system leak test procedures (the one
that applies to the equipment with the longest leak test interval)
must be conducted at each service panel location. The waste drain
system valve leak tests specified in this AD shall be performed in
accordance with the following requirements: Fluid shall completely
cover the upstream end of the valve being tested; the direction of
the 3 pounds per square inch differential pressure (PSID) shall be
applied across the valve in the same direction as occurs in flight;
the other waste drain system valves shall be open; and the minimum
time to maintain the differential pressure shall be 5 minutes. Any
revision of the seal change intervals or leak test intervals must be
approved by the Manager, Seattle Aircraft Certification Office
(ACO), FAA, Transport Airplane Directorate.
(1) Replace the valve seals with new valve seals in accordance
with the applicable schedule specified in paragraphs (a)(1)(i),
(a)(1)(ii), and (a)(1)(iii) of this AD.
(i) For each lavatory drain system that has an in-line drain
valve installed, Kaiser Electroprecision part number series 2651-278
or 2651-357: Replace the seals within 5,000 flight hours after the
effective date of this AD, or within 48 months after the last
documented seal change, whichever occurs later. Thereafter, repeat
the replacement of the seals at intervals not to exceed 48 months.
(ii) For each lavatory drain system that has a Pneudraulics part
number series 9527 valve: Replace the seals within 5,000 flight
hours after the effective date of this AD, or within 18 months of
the last documented seal change, whichever occurs later. Thereafter,
repeat the replacement of the seals at intervals not to exceed 18
months or 6,000 flight hours, whichever occurs later.
(iii) For each lavatory drain system that has any other type of
drain valve: Replace the seals within 5,000 flight hours after the
effective date of this AD, or within 18 months after the last
documented seal change, whichever occurs later. Thereafter, repeat
the replacement of the seals at intervals not to exceed 18 months.
(2) For each lavatory drain system that has an in-line drain
valve installed, Kaiser Electroprecision part number series 2651-
278: Within 4,500 flight hours after the effective date of this AD,
and thereafter at intervals not to exceed 4,500 flight hours,
accomplish the procedures specified in paragraphs (a)(2)(i) and
(a)(2)(ii) of this AD:
(i) Conduct a leak test of the toilet tank dump valve (in-tank
valve that is spring loaded closed and operable by a T-handle at the
service panel) and the in-line drain valve. The toilet tank dump
valve leak test must be performed by filling the toilet tank with a
minimum of 10 gallons of water/rinsing fluid and testing for leakage
after a period of 5 minutes. Take precautions to avoid overfilling
the tank and spilling fluid into the airplane. The in-line drain
valve leak test must be performed with a minimum of 3 PSID applied
across the valve.
(ii) If a service panel valve or cap is installed, perform a
visual inspection of the service panel drain valve outer cap/door
seal and the inner seal (if the valve has an inner door with a
second positive seal), and the seal mating surfaces for wear or
damage that may allow leakage.
(3) For each lavatory drain system that has a service panel
drain valve installed, Pneudraulics part number series 9527: Within
2,000 flight hours after the effective date of this AD, accomplish
the requirements of paragraphs (a)(3)(i) and (a)(3)(ii) of this AD.
Thereafter, repeat the leak tests at intervals not to exceed 2,000
flight hours.
[[Page 32627]]
(i) Conduct leak tests of the toilet tank dump valve and service
panel drain valve. The toilet tank dump valve leak test must be
performed by filling the toilet tank with a minimum of 10 gallons of
water/rinsing fluid and testing for leakage after a period of 5
minutes. Take precautions to avoid overfilling the tank and spilling
fluid into the airplane. The leak test of the service panel drain
valve must be performed with a minimum of 3 PSID applied across the
valve inner door/closure device.
(ii) Perform a visual inspection of the outer cap/door and seal
mating surface for wear or damage that may cause leakage.
(4) For each lavatory drain system that has a service panel
drain valve installed, Kaiser Electroprecision part number series
0218-0032 or 2651-357 or Shaw Aero part number/serial number as
listed in Table 1 of this AD: Within 1,000 flight hours after the
effective date of this AD, and thereafter at intervals not to exceed
1,000 flight hours, accomplish the requirements of paragraphs
(a)(4)(i) and (a)(4)(ii) of this AD:
Table 1.--Shaw Aero Valves Approved for 1,000 Flight Hour Leak Test
Interval
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Serial numbers of part
number valve approved
Shaw waste drain valve part number for 1,000-hour leak
test interval
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331 Series, 332 Series.......................... All.
10101000B-A..................................... None.
10101000B-A-1................................... 0207-0212, 0219, 0226
and higher.
10101000BA2..................................... 0130 and higher.
10101000C-A..................................... None.
10101000C-A-1................................... 0277 and higher.
10101000CN OR C-N............................... 3649 and higher.
Certain 10101000B valves........................ Any of these ``B''
series valves that
incorporate the
improvements of Shaw
Service Bulletin
10101000B-38-1, dated
October 7, 1994, and
are marked ``SBB38-1-
58.''
Certain 10101000C valves........................ Any of these ``C''
series valves that
incorporate the
improvements of Shaw
Service Bulletin
10101000C-38-2 dated
October 7, 1994, and
are marked ``SBC38-2-
58.''
------------------------------------------------------------------------
Note 2: Table 1 is a comprehensive list of all approved Shaw
valves, including those valves approved by Parts Manufacturer
Approval (PMA) or Supplemental Type Certificate (STC) for
installation on Boeing Model 747 series airplanes.
(i) Conduct a leak test of the toilet tank dump valve and
service panel drain valve. The toilet tank dump valve leak test must
be performed by filling the toilet tank with a minimum of 10 gallons
of water/rinsing fluid and testing for leakage after a period of 5
minutes. Take precautions to avoid overfilling the tank and spilling
fluid into the airplane. The service panel drain valve leak test
must be performed with a minimum of 3 PSID applied across the valve
inner door/closure device.
(ii) For each valve, except for Kaiser Electroprecision valve
part number series 2651-357, perform a visual inspection of the
outer cap/door and seal mating surface for wear or damage that may
cause leakage.
(5) For each lavatory drain system that has a service panel
drain valve installed, Kaiser Electroprecision part number series
0218-0026; or Shaw Aero Devices part number series 10101000B or
10101000C [except as specified in paragraph (a)(4) of this AD]:
Within 600 flight hours after the effective date of this AD, and
thereafter at intervals not to exceed 600 flight hours, accomplish
the requirements of paragraphs (a)(5)(i) and (a)(5)(ii) of this AD:
(i) Conduct a leak test of the dump valve and the service panel
drain valve. The leak test of the dump valve must be performed by
filling the toilet tank with a minimum of 10 gallons of water/
rinsing fluid and testing for leakage after a period of 5 minutes.
Take precautions to avoid overfilling the tank and spilling fluid on
the airplane. The service panel drain valve leak test must be
performed with a minimum 3 PSID applied across the valve inner door/
closure device.
(ii) Perform a visual inspection of the outer cap/door and seal
mating surface for wear or damage that may cause leakage.
(6) For each lavatory drain system with a lavatory drain system
valve that incorporates either ``donut'' plug, Kaiser
Electroprecision part number 4259-20 or 4259-31; Kaiser Roylyn/
Kaiser Electroprecision cap/flange part numbers 2651-194C, 2651-
197C, 2651-216, 2651-219, 2651-235, 2651-256, 2651-258, 2651-259,
2651-260, 2651-275, 2651-282, 2651-286; Shaw Aero Devices assembly
part number 0008-100; or other FAA-approved equivalent parts;
accomplish the requirements of paragraphs (a)(6)(i), (a)(6)(ii), and
(a)(6)(iii) of this AD at the times specified in those paragraphs.
For the purposes of this paragraph [(a)(6)], ``FAA-approved
equivalent part'' means either a ``donut'' plug which mates with the
cap/flange part numbers listed above, or a cap/flange which mates
with the ``donut'' plug part numbers listed above, such that the
cap/flange and ``donut'' plug are used together as an assembled
valve.
(i) Within 200 flight hours after the effective date of this AD,
and thereafter at intervals not to exceed 200 flight hours, conduct
leak tests of the toilet tank dump valve and the service panel drain
valve. The leak test of the toilet tank dump valve must be performed
by filling the toilet tank with a minimum of 10 gallons of water/
rinsing fluid and testing for leakage after a period of 5 minutes.
Take precautions to avoid overfilling the tank and spilling fluid on
the airplane. The service panel drain valve leak test must be
performed with a minimum 3 PSID applied across the valve.
(ii) Perform a visual inspection of the outer door/cap and seal
mating surface for wear or damage that may cause leakage. This
inspection shall be accomplished in conjunction with the leak tests
of paragraph (a)(6)(i).
(iii) Within 5,000 flight hours after the effective date of this
AD, replace the donut valve [part numbers per paragraph (a)(6) of
this AD] with another type of FAA-approved valve. Following
installation of the replacement valve, perform the appropriate leak
tests and seal replacements at the intervals specified for that
replacement valve, as applicable.
(7) For each lavatory drain system not addressed in paragraphs
(a)(2), (a)(3), (a)(4), (a)(5), and (a)(6) of this AD: Within 200
flight hours after the effective date of this AD, and thereafter at
intervals not to exceed 200 flight hours, accomplish the
requirements of paragraphs (a)(7)(i) and (a)(7)(ii) of this AD:
(i) Conduct a leak test of the toilet tank dump valve and the
service panel drain valve. The toilet tank dump valve leak test must
be performed by filling the toilet tank with a minimum of 10 gallons
of water/rinsing fluid and testing for leakage after a period of 5
minutes. Take precautions to avoid overfilling the tank and spilling
fluid on the airplane. The service panel drain valve leak test must
be performed with a minimum 3 PSID applied across the valve inner
door/closure device.
(ii) Perform a visual inspection of the outer cap/door and seal
mating surface for wear or damage that may cause leakage.
(8) For flush/fill lines: Within 5,000 flight hours after the
effective date of this AD, accomplish the requirements of paragraph
(a)(8)(i) or (a)(8)(ii), as applicable; and paragraph (a)(8)(iii) of
this AD. Thereafter, repeat the requirements at intervals not to
exceed 5,000 flight hours, or 48 months after the last documented
seal change, whichever occurs later.
(i) If a lever lock cap is installed on the flush/fill line of
the subject lavatory, replace the seals on the toilet tank anti-
siphon (check) valve and the flush/fill line cap.
(ii) If a flush/fill ball valve, Kaiser Electroprecision part
number series 0062-0009, is installed on the flush/fill line of the
subject lavatory, replace the seals in the flush/fill ball valve and
the toilet tank anti-siphon valve.
(iii) Leak test the toilet tank anti-siphon valve by filling the
toilet tank with water/rinsing fluid to a level such that the bowl
is approximately half full (at least 2 inches above the flapper in
the bowl.) Apply 3 PSID across the valve in the same direction as
[[Page 32628]]
occurs in flight. If there is a cap/valve at the flush/fill line
port, the cap/valve must be removed/open during the test. Check for
leakage at the flush/fill line port for a period of 5 minutes.
(9) As a result of the leak tests and inspections required by
paragraph (a) of this AD, or if evidence of leakage is found at any
other time, accomplish the requirements of paragraph (a)(9)(i),
(a)(9)(ii), or (a)(9)(iii), as applicable.
(i) If a leak is discovered, prior to further flight, repair the
leak. Prior to further flight after repair, perform the appropriate
leak test, as applicable. Additionally, prior to returning the
airplane to service, clean the surfaces adjacent to where the
leakage occurred to clear them of any horizontal fluid residue
streaks; such cleaning must be to the extent that any future
appearance of a horizontal fluid residue streak will be taken to
mean that the system is leaking again.
Note 3: For purposes of this AD, ``leakage'' is defined as any
visible leakage, if observed during a leak test. At any other time
(than during a leak test), ``leakage'' is defined as the presence of
ice in the service panel, or horizontal fluid residue streaks/ice
trails originating at the service panel. The fluid residue is
usually, but not necessarily, blue in color.
(ii) If any worn or damaged seal is found, or if any damaged
seal mating surface is found, prior to further flight, repair or
replace it in accordance with the valve manufacturer's maintenance
manual.
(iii) In lieu of performing the requirements of paragraph
(a)(9)(i) or (a)(9)(ii): Prior to further fight, drain the affected
lavatory system and placard the lavatory inoperative until repairs
can be accomplished.
(b) For all airplanes: Unless accomplished previously, within
5,000 flight hours after the effective date of this AD, perform the
actions specified in paragraph (b)(1) or (b)(2) of this AD:
(1) Install an FAA-approved lever/lock cap on the flush/fill
lines for all lavatories. Or
(2) Install a flush/fill ball valve Kaiser Electroprecision part
number series 0062-0009 on the flush/fill lines for all lavatories.
(c) For any affected airplane acquired after the effective date
of this AD: Before any operator places into service any airplane
subject to the requirements of this AD, a schedule for the
accomplishment of the leak tests required by this AD shall be
established in accordance with either paragraph (c)(1) or (c)(2) of
this AD, as applicable. After each leak test has been performed
once, each subsequent leak test must be performed in accordance with
the new operator's schedule, in accordance with paragraph (a) of
this AD.
(1) For airplanes that have been maintained previously in
accordance with this AD, the first leak test to be performed by the
new operator must be accomplished in accordance with the previous
operator's schedule or with the new operator's schedule, whichever
results in the earlier accomplishment date for that leak test.
(2) For airplanes that have not been maintained previously in
accordance with this AD, the first leak test to be performed by the
new operator must be accomplished prior to further flight, or in
accordance with a schedule approved by the FAA Prinicipal
Maintenance Inspector (PMI), but within a period not to exceed 200
flight hours.
(d) Alternative method(s) of compliance with this AD: 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 ACO. Operators shall submit their
requests through an appropriate FAA PMI, 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.
(e) 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.
Issued in Renton, Washington, on June 8, 1998.
John J. Hickey,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 98-15783 Filed 6-12-98; 8:45 am]
BILLING CODE 4910-13-U
