[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