[Federal Register Volume 65, Number 160 (Thursday, August 17, 2000)]
[Proposed Rules]
[Pages 50166-50170]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-20966]


=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-226-AD]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 767 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: This document proposes the supersedure of an existing 
airworthiness directive (AD), applicable to all Boeing Model 767 series 
airplanes, that currently requires a revision of the Airplane Flight 
Manual (AFM) to include procedures that will ensure that the center 
tank fuel pumps are not operated with less than 1,000 pounds of fuel in 
the center tank. This proposed AD would require a further revision of 
the AFM to specify conditions for minimum fuel weight requirements and 
procedures for ground transfer of fuel for certain airplanes, 
repetitive inspections to detect discrepancies of the center tank 
override/jettison fuel pumps, and replacement of any discrepant pump 
with a new or serviceable pump. This proposal would also require that 
any override/jettison pump that incorporates a configuration without a 
diffuser be restored to a configuration that incorporates a diffuser. 
This proposed AD would also require installation of a new configuration 
center tank fuel pump, which would terminate the AFM revisions 
regarding fuel system operating procedures and repetitive inspection 
requirements. This proposal is prompted by reports of cracks detected 
in the override/jettison fuel pump inlet diffuser. The actions 
specified by the proposed AD are intended to prevent ignition of fuel 
vapors due to the generation of sparks, to prevent a potential ignition 
source inside the fuel tank caused by metal-to-metal contact during dry 
fuel pump operation, and to ensure satisfactory fuel pump and fuel 
system operation.

DATES: Comments must be received by October 2, 2000.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 98-NM-226-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9 a.m. and 3 p.m., Monday through Friday, except 
Federal holidays. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 98-NM-226-AD'' in the subject line and need not be 
submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    The service information referenced in the proposed rule may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207. This information may be examined at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington.

FOR FURTHER INFORMATION CONTACT: Holly Thorson, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Transport Airplane Directorate, 
Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, 
Washington 98055-4056; telephone (425) 227-1357; 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

[[Page 50167]]

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 98-NM-226-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. 98-NM-226-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    On September 11, 1997, the FAA issued AD 97-19-15, amendment 39-
10136 (62 FR 48754, September 17, 1997). That AD is applicable to all 
Boeing Model 767 series airplanes, and requires a revision of the FAA-
approved Airplane Flight Manual (AFM) to include procedures that will 
ensure that the center tank fuel pumps are not operated with less than 
1,000 pounds of fuel in the center tank. That action was prompted by a 
report that an override/jettison fuel pump failed due to damage to an 
impeller unit and pumping unit housing caused by a loose diffuser ring 
in the fuel pump assembly. The requirements of that AD are intended to 
prevent ignition of fuel vapors due to the generation of sparks and a 
potential ignition source inside the fuel tank caused by metal-to-metal 
contact during dry fuel pump operation.

Other Relevant Rulemaking

    Prior to issuance of AD 97-19-15, the FAA issued AD 94-11-05, 
amendment 39-8921 (59 FR 27970, May 31, 1994), which requires 
repetitive inspections of the pumping unit assembly on the override and 
jettison fuel boost pump assemblies, and either repair of the pumping 
unit assembly or replacement with a new assembly if any discrepancy was 
detected.

Actions Since Issuance of Previous Rules

    Since the issuance of AD 97-19-15, cracks have been found in an 
override/jettison fuel pump inlet diffuser on a Boeing Model 767 series 
airplane. Subsequent inspection revealed that the screws connecting the 
inlet diffuser to the pump housing were still tight. The cracks, formed 
by high-cycle fatigue, likely were caused by a preload in the diffuser 
ring.
    Also since the issuance of AD 97-19-15, an additional failure of a 
center tank fuel pump was reported. In this event, the screws 
connecting the inlet diffuser to the pump housing wore through the 
housing, liberating the diffuser.
    Three occurrences of such center tank fuel pump damage have been 
noted on airplanes that were inspected in accordance with AD 94-11-05. 
The FAA also received two reports of fuel pumps with loose inlet 
diffuser screws in 1999, which were found during accomplishment of 
Boeing Alert Service Bulletin 767-28A0050.

Explanation of Relevant Service Information

    The FAA has reviewed and approved Boeing Alert Service Bulletin 
767-28A0050, dated December 18, 1997, and Revision 1, dated December 
22, 1999. The alert service bulletin describes procedures for a visual 
inspection of the inlet diffuser assembly to detect cracks and 
determine whether the assembly is securely attached to the pump 
housing. The alert service bulletin also describes procedures for 
replacement of a discrepant pump with a new pump. The alert service 
bulletin also describes procedures for deactivating the center/
auxiliary fuel tank on airplanes equipped with a center tank scavenge 
system, as an option to the inspection.
    Boeing Alert Service Bulletin 767-28A0050 refers to Sundstrand 
Corporation Alert Service Bulletin 5006286-28-A8, dated October 10, 
1997, as an additional source of service information for accomplishment 
of the inspection.
    The FAA also has reviewed and approved Boeing Service Bulletin 767-
28-0052, dated May 20, 1999, which describes procedures for the 
installation of an override/jettison fuel pump that has a new 
configuration (without the inlet diffuser). This service bulletin also 
describes procedures for the installation of placards at the airplane's 
fueling panel to prohibit the use of JP-4 and Jet-B fuels. Since 
approving Boeing Service Bulletin 767-28-0052 and the production 
equivalent change, the FAA has learned that the no-inlet diffuser fuel 
pump has shown output pressure fluctuations that have led to numerous 
fuel pump imbalance conditions.
    The FAA has also reviewed and approved Boeing Alert Service 
Bulletin 767-28A0057, dated November 18, 1999, and Boeing Alert Service 
Bulletin 767-28A0059, dated December 22, 1999. These alert service 
bulletins provide instructions to install the diffuser assembly on 
center tank override/jettison pumps that had been previously configured 
without a diffuser assembly in accordance with Boeing Service Bulletin 
767-28-0052, or the production equivalent.

Explanation of Requirements of 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 
proposed AD would supersede AD 97-19-15 to continue to require revising 
the AFM to include procedures that will ensure that the center tank 
override/jettison fuel pumps are not operated with less than 1,000 
pounds of fuel in the center tank. The proposed AD also would require 
repetitive detailed visual inspections to detect discrepancies of the 
center tank override/jettison fuel pumps, replacement of any discrepant 
pump with a new or serviceable pump, and an alternative revision to the 
AFM to provide an optional procedure for maintaining a minimum amount 
of fuel in the center tank prior to flight when center tank fuel pumps 
are to be used. The proposed AD would require accomplishment of the 
inspection and replacement, as specified in Boeing Alert Service 
Bulletin 767-28A0050, Service Bulletin 767-28-0052, and Service 
Bulletin 767-28-0059; described previously, except as discussed below.

Differences Between Proposed AD and Relevant Service Information

    Boeing Alert Service Bulletin 767-28A0050 limits its effectivity to 
Boeing Model 767 series airplanes having line numbers 001 through 672, 
and Boeing Alert Service Bulletin 767-28A0050, Revision 1, limits its 
effectivity to Boeing Model 767 series airplanes having line numbers 
001 through 768. However, the FAA has determined that all Model 767 
series airplanes are subject to the identified unsafe condition, and 
this proposed AD would apply to all Model 767 series airplanes.

Cost Impact

    There are approximately 768 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that

[[Page 50168]]

299 airplanes of U.S. registry would be affected by this proposed AD.
    The AFM revisions that are currently required by AD 97-19-15, and 
retained in this AD, take approximately 1 work hour per airplane to 
accomplish, at an average labor rate of $60 per work hour. Based on 
these figures, the cost impact of the currently required actions on 
U.S. operators is estimated to be $60 per airplane.
    The AFM revisions that are proposed in this AD action would take 
approximately 1 work hour per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the AFM revisions proposed by this AD on U.S. operators is 
estimated to be $17,940, or $60 per airplane.
    The inspection that is proposed in this AD action would take 
approximately 3 or 6 work hours per airplane to accomplish (3 hours for 
airplanes not equipped with jettison fuel pumps, 6 hours for airplanes 
equipped with jettison fuel pumps), at an average labor rate of $60 per 
work hour. Based on these figures, the cost impact of the inspection 
proposed by this AD on U.S. operators is estimated to be $180 or $360 
per airplane, per inspection cycle.
    Should an operator be required to install a center tank override/
jettison fuel pump equipped with an inlet diffuser (as proposed by 
paragraph (g) or (h) of this AD), it would take approximately 5 work 
hours (per pump) per airplane to accomplish, at an average labor rate 
of $60 per work hour. Required parts would be provided by the 
manufacturer at no cost to operators. Based on these figures, the cost 
impact of the pump installation proposed by this AD on U.S. operators 
is estimated to be $300 per airplane.
    Since the manufacturer has not yet developed a modification of the 
center tank override/jettison fuel pump commensurate with the actions 
proposed by this AD, the FAA is unable at this time to provide specific 
information as to the number of work hours or cost of parts that would 
be required to accomplish the proposed modification. A further problem 
in developing a specific cost estimate is the fact that modification 
costs are expected to vary from operator to operator and from airplane 
to airplane depending upon airplane configuration. The proposed 
compliance time of 24 months should provide ample time for the 
development, approval, and installation of an appropriate modification.
    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.

Regulatory Impact

    The regulations proposed herein would not have a substantial direct 
effect on the States, on the relationship between the national 
Government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, it 
is determined that this proposal would not have federalism implications 
under Executive Order 13132.
    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 removing amendment 39-10136 (62 FR 
48754, September 17, 1997), and by adding a new airworthiness directive 
(AD), to read as follows:

Boeing: Docket 98-NM-226-AD. Supersedes AD 97-19-15, Amendment 39-
10136.
    Applicability: All Model 767 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 (n)(1) 
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 ignition of fuel vapors due to the generation of 
sparks and a potential ignition source inside the fuel tank caused 
by metal-to-metal contact during dry fuel pump operation, accomplish 
the following:

AFM Revisions: Alternatives

    (a) Within 14 days after October 2, 1997 (the effective date of 
AD 97-19-15), accomplish the actions specified by either paragraph 
(b) or (c) of this AD.

Restatement of Requirements of AD 97-19-15

    (b) Accomplish paragraphs (b)(1), (b)(2), (b)(3), and (b)(4) of 
this AD.
    (1) Revise the Limitations Section of the FAA-approved Airplane 
Flight Manual
    (AFM) to include the following procedures. This may be 
accomplished by inserting a copy of this AD in the AFM.
    ``If the center tank fuel pumps are to be used, there must be at 
least 5,000 pounds (2,267 kilograms) of fuel in the center tank 
prior to engine start.
    The center fuel pumps must be selected 'OFF' at or greater than 
1,000 pounds (453 kilograms) of fuel in the center tank. For 
airplanes not equipped with a center tank scavenge system, this 
1,000 pounds (453 kilograms) of center tank fuel must be considered 
unusable.

    Note: On all Model 767-200ER/300ER series airplanes and some 
Model 767-200/300 series airplanes, a scavenge system, operating 
with fuel pressure from the main wing tank pumps, will operate 
automatically to transfer any fuel remaining in the center tank to 
the main tanks. Fuel transfer begins when the main tanks are 
approximately half empty.''

    (2) Revise the Limitations Section of the FAA-approved AFM 
procedure titled ``FUEL SYSTEM, FUEL USAGE II (fuel in center 
tank),'' to include the following procedures. This may be 
accomplished by inserting a copy of this AD into the AFM.
    ``Use the center tank fuel for all operations with all operable 
fuel pumps `ON' and the cross feed valve(s) closed until the center 
tank fuel quantity is 1,000 pounds (453 kilograms) or greater, then 
use FUEL USAGE I.
    Do not operate the center tank fuel pumps with less than 1,000 
pounds (453 kilograms) of fuel in the center tank.

    Note: The crossfeed valve(s) is open for minimum fuel operation, 
and may be opened to correct fuel imbalance.''

    (3) Revise the Normal Procedures Section of the FAA-approved AFM 
to include the

[[Page 50169]]

following procedure. This may be accomplished by inserting a copy of 
this AD into the AFM.
    ``Use of Fuel From the Center Tank--When the center tank 
approaches `EMPTY' during normal use or fuel transfer, select both 
center tank fuel pump switches `OFF' with the first occurrence of 
any of the following:
     The center tank fuel reaches 1,000 pounds (453 
kilograms);
     Either of the center tank fuel pump `PRESS' lights 
illuminate; or
     Either the `CTR L FUEL PUMP' or `CTR R FUEL PUMP' EICAS 
message is displayed.''
    (4) Revise the Non-Normal Procedures Section of the FAA-approved 
AFM to include the following procedures. This may be accomplished by 
inserting a copy of this AD into the AFM.
    ``Center Tank Fuel Pump Faults--A center tank fuel pump failure 
may have occurred if a fuel pump pressure light illuminates when 
there is ample fuel in the tank. If a fault is suspected, select the 
affected pump `OFF' and do not re-select `ON.' If the affected 
circuit breaker is tripped, do not reset. Select fuel crossfeed 
valve(s) `OPEN.'
    Attempted operation of a faulted center tank pump could ignite 
fuel tank vapors in an empty or nearly empty tank.''

New Requirements of this Ad

    (c) Accomplish the actions required by paragraphs (c)(1), 
(c)(2), (c)(3), and (c)(4) of this AD. Following accomplishment of 
the requirements of these paragraphs, the AFM revisions required by 
paragraph (b) of this AD may be removed from the AFM.
    (1) Revise the Limitations Section of the FAA-approved AFM to 
include the following procedures. This may be accomplished by 
inserting a copy of this AD in the AFM.
    ``If the center tank fuel pumps are to be used, there must be at 
least 5,000 pounds (2,267 kilograms) of fuel in the center tank when 
the entry doors are closed with the airplane readied for initial 
taxi.
    The center fuel pumps must be selected `OFF' at or greater than 
1,000 pounds (453 kilograms) of fuel in the center tank. For 
airplanes not equipped with a center tank scavenge system, this 
1,000 pounds (453 kilograms) of center tank fuel must be considered 
unusable.

    Note: On all Model 767-200ER/300ER series airplanes and some 
Model 767-200/300 series airplanes, a scavenge system, operating 
with fuel pressure from the main wing tank pumps, will operate 
automatically to transfer any fuel remaining in the center tank to 
the main tanks. Fuel transfer begins when the main tanks are 
approximately half empty.''


    (2) Revise the Limitations Section of the FAA-approved AFM 
procedure titled ``FUEL SYSTEM, FUEL USAGE II (fuel in center 
tank),'' to include the following procedures. This may be 
accomplished by inserting a copy of this AD into the AFM.
    ``Use the center tank fuel for all operations with all operable 
fuel pumps `ON' and the cross feed valve(s) closed until the center 
tank fuel quantity is 1,000 pounds (453 kilograms) or greater, then 
use FUEL USAGE I.
    Do not operate the center tank fuel pumps with less than 1,000 
pounds (453 kilograms) of fuel in the center tank.

    Note: The crossfeed valve(s) is open for minimum fuel operation, 
and may be opened to correct fuel imbalance.''

    (3) Revise the Normal Procedures Section of the FAA-approved AFM 
to include the following procedure. This may be accomplished by 
inserting a copy of this AD into the AFM.
    ``Use of Fuel From the Center Tank--When the center tank 
approaches `EMPTY' during normal use or fuel transfer, select both 
center tank fuel pump switches `OFF' with the first occurrence of 
any of the following:
     The center tank fuel reaches 1,000 pounds (453 
kilograms);
     Either of the center tank fuel pump `PRESS' lights 
illuminate; or
     Either the `CTR L FUEL PUMP' or `CTR R FUEL PUMP' EICAS 
message is displayed.''
    (4) Revise the Non-Normal Procedures Section of the FAA-approved 
AFM to include the following procedures. This may be accomplished by 
inserting a copy of this AD into the AFM.
    ``Center Tank Fuel Pump Faults--A center tank fuel pump failure 
may have occurred if a fuel pump pressure light illuminates when 
there is ample fuel in the tank. If a fault is suspected, select the 
affected pump `OFF' and do not re-select `ON.' If the affected 
circuit breaker is tripped, do not reset. Select fuel crossfeed 
valve(s) `OPEN.'
    Attempted operation of a faulted center tank pump could ignite 
fuel tank vapors in an empty or nearly empty tank.''

Ground Transfer of Fuel

    (d) For Model 767-200 and -300 series airplanes that are 
equipped with any override fuel pump having part number S343T002-5, 
-8, -12, or -15 (which are configured with machined inlet diffusers) 
and that are not equipped with a center tank scavenge system: For 
any period during which ground transfer of fuel is accomplished 
below 1,000 pounds (453 kilograms), accomplish the ground fuel 
pressure defueling actions specified by paragraphs (d)(1) and 
(d)(2), in accordance with the Boeing 767 Maintenance Manual Section 
28-26-00, Pressure Defueling Procedures, titled ``For Override Pumps 
with a Diffuser Installed.''
    (1) Only one center tank pump may be operated, and that pump 
must be selected ``OFF'' at or greater than 400 pounds (200 
kilograms), as indicated on the center tank fuel quantity indication 
system (FQIS), or at the first indication of a pump low pressure 
light.
    (2) The pitch attitude of the airplane must be recorded prior to 
this procedure to verify that it is between -1 and +2 degrees. This 
may be accomplished by viewing the pitch inclinometer, located in 
the left main gear wheel well.

Repetitive Inspections

    (e) For airplanes that are equipped with any override or 
jettison fuel pump having part number S343T002-5, -8, -12, or -15 
(which are configured with machined inlet diffusers), except as 
provided by paragraph (f) of this AD: Within 60 days after the 
effective date of this AD, remove the override fuel pump and 
jettison fuel pump, as applicable, of the center tank, and perform a 
detailed visual inspection of the pump to detect discrepancies 
(cracking, screw movement, and diffuser movement), in accordance 
with Boeing Alert Service Bulletin 767-28A0050, dated December 18, 
1997, or Revision 1, dated December 22, 1999. Repeat the inspection 
thereafter at intervals not to exceed 1,000 flight hours.
    (1) If no discrepancy is detected, prior to further flight, 
reinstall the pump in accordance with the alert service bulletin.
    (2) If any discrepancy is detected, prior to further flight, 
replace the pump with a new or serviceable pump, in accordance with 
the alert service bulletin.

    Note 2: Boeing Alert Service Bulletin 767-28A0050 refers to 
Sundstrand Alert Service Bulletin 5006286-28-A8, dated October 10, 
1997, as an additional source of service information for 
accomplishment of the inspection required by paragraph (d) of this 
AD.


    Note 3: For the purposes of this AD, a detailed visual 
inspection is defined as: ``An intensive visual examination of a 
specific structural area, system, installation, or assembly to 
detect damage, failure, or irregularity. Available lighting is 
normally supplemented with a direct source of good lighting at 
intensity deemed appropriate by the inspector. Inspection aids such 
as mirror, magnifying lenses, etc., may be used. Surface cleaning 
and elaborate access procedures may be required.''


    (f) For airplanes equipped with a center tank scavenge system: 
For any period during which the center fuel tank is deactivated in 
accordance with Boeing Alert Service Bulletin 767-28A0050, dated 
December 18, 1997, or Revision 1, dated December 22, 1999, the 
actions specified by paragraph (e) of this AD are not required.

Pump Replacement

    (g) For airplanes that are equipped with any override fuel pump 
having part number S343T002-23, -51, -81, or -121 (which are 
configured WITHOUT inlet diffusers): Within 6 months after the 
effective dated of this AD, accomplish the actions specified by 
either paragraph (g)(1) or (g)(2) of this AD.
    (1) Replace the override fuel pump with a fuel pump having a 
machined inlet diffuser installed, in accordance with Boeing Alert 
Service Bulletin 767-28A0057, dated November 18, 1999. Or
    (2) Replace the override fuel pump with a fuel pump modified in 
accordance with paragraph (i) of this AD.
    (h) For airplanes that are equipped with any jettison fuel pump 
having part number S343T002-23, -51, -81, or -121 (which are 
configured WITHOUT inlet diffusers): Within 6 months after the 
effective date of this AD, accomplish the actions specified by 
either paragraph (h)(1) or (h)(2) of this AD.
    (1) Replace the jettison fuel pump with a fuel pump having a 
machined inlet diffuser installed, in accordance with Boeing Service 
Bulletin 767-28-0059, dated December 22, 1999. Or

[[Page 50170]]

    (2) Replace the jettison fuel pump with a fuel pump modified in 
accordance with paragraph (i) of this AD.

Installation of Modified Pumps

    (i) For all airplanes: Except as provided by paragraphs (g)(2) 
and (h)(2) of this AD, within 24 months after the effective date of 
this AD, install modified center tank override and jettison fuel 
pumps that are not subject to the unsafe condition described in this 
AD. The installation shall be accomplished in accordance with a 
method approved by the Manager, Seattle Aircraft Certification 
Office (ACO), FAA, Transport Airplane Directorate.

Terminating Action

    (j) Accomplishment of the requirements of paragraph (e) of this 
AD constitutes terminating action for the requirements of AD 94-11-
05, amendment 39-8921 (59 FR 27970, May 31, 1994).
    (k) Accomplishment of the requirements of paragraph (i) of this 
AD constitutes terminating action for the requirements of paragraphs 
(a), (b), (c), (d), (e), (g), and (h) of this AD, and the 
requirements of AD 94-11-05, amendment 39-8921.

Spares

    (l) As of the effective date of this AD, no person shall install 
on any airplane a fuel pump having part number S343T002-5, -8, -12, 
or -15, unless that pump has been inspected and corrective actions 
have been performed in accordance with the requirements of either 
paragraph (b) or (c), and paragraph (e), of this AD.
    (m) As of the effective date of this AD, no person shall install 
on any airplane a fuel pump having part number S343T002-23, -51, -
81, or -121.

Alternative Methods of Compliance

    (n)(1) 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 Principal Maintenance 
Inspector, who may add comments and then send it to the Manager, 
Seattle ACO.
    (2) Alternative methods of compliance, approved previously in 
accordance with AD 97-19-15, amendment 39-10136, are approved as 
alternative methods of compliance when performing the requirements 
of paragraphs (b) and (c) of this AD.

    Note 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

Special Flight Permits

    (o) 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 August 11, 2000.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-20966 Filed 8-16-00; 8:45 am]
BILLING CODE 4910-13-U