[Federal Register Volume 70, Number 30 (Tuesday, February 15, 2005)]
[Proposed Rules]
[Pages 7678-7681]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-2839]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-20351; Directorate Identifier 2003-NM-269-AD]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 767 Series Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for all Boeing Model 767 series airplanes. This proposed AD would 
require an inspection of each main tank fuel boost pump for the 
presence of a pump shaft flame arrestor, and if the flame arrestor is 
missing, replacement of that pump with a pump having a pump shaft flame 
arrestor. This proposed AD would also require repetitive measurements 
of the flame arrestor's position in the pump, and corrective actions if 
necessary. This proposed AD is prompted by reports that certain fuel 
boost pumps may not have flame arrestors installed in the pump shaft. 
We have also received reports that the pin that holds the flame 
arrestor in place can break due to metal fatigue. We are proposing this 
AD to prevent the possible migration of a flame from a main tank fuel 
boost pump inlet to the vapor space of that fuel tank, and consequent 
ignition of fuel vapors, which could result in a fire or explosion 
should the pump inlets become uncovered.

DATES: We must receive comments on this proposed AD by April 1, 2005.

ADDRESSES: Use one of the following addresses to submit comments on 
this proposed AD.
     DOT Docket Web site: Go to http://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-wide rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility, U.S. Department of 
Transportation, 400 Seventh Street SW., Nassif Building, room PL-401, 
Washington, DC 20590.
     By fax: (202) 493-2251.
     Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m. 
and 5 p.m., Monday through Friday, except Federal holidays.

[[Page 7679]]

    For service information identified in this proposed AD, contact 
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
    You can examine the contents of this AD docket on the Internet at 
http://dms.dot.gov, or in person at the Docket Management Facility, 
U.S. Department of Transportation, 400 Seventh Street SW., room PL-401, 
on the plaza level of the Nassif Building, Washington, DC. This docket 
number is FAA-2005-20351; the directorate identifier for this docket is 
2003-NM-269-AD.

FOR FURTHER INFORMATION CONTACT: Bernie Gonzalez, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Transport Airplane Directorate, 
Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, 
Washington 98055-4056; telephone (425) 917-6498; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to submit any relevant written data, views, or 
arguments regarding this proposed AD. Send your comments to an address 
listed under ADDRESSES. Include ``Docket No. FAA-2005-20351; 
Directorate Identifier 2003-NM-269-AD'' in the subject line of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the proposed AD. We will 
consider all comments submitted by the closing date and may amend the 
proposed AD in light of those comments.
    We will post all comments we receive, without change, to http://dms.dot.gov, including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this proposed AD. Using the search function of 
that website, anyone can find and read the comments in any of our 
dockets, including the name of the individual who sent the comment (or 
signed the comment on behalf of an association, business, labor union, 
etc.). You can review DOT's complete Privacy Act Statement in the 
Federal Register published on April 11, 2000 (65 FR 19477-78), or you 
can visit http://dms.dot.gov.

Examining the Docket

    You can examine the AD docket on the Internet at http://dms.dot.gov, or in person at the Docket Management Facility office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after the DMS receives them.

Discussion

    We have received reports that certain fuel boost pumps for the main 
fuel tanks do not have pump shaft flame arrestors installed. While the 
affected fuel boost pumps were installed on certain Boeing Model 767 
series airplanes, the pumps may have been transferred to other 
airplanes during operator maintenance. Therefore, all Boeing Model 767 
airplanes may be affected.
    We have also received reports that the roll pin that holds the 
flame arrestor in the proper position in the fuel boost pump shaft can 
break due to metal fatigue. If the pin breaks, the pin and the flame 
arrestor can drop down the pump shaft into the reprime/vapor removal 
portion of the pump. The ingestion of the metal pieces created by the 
broken pin may produce a sparking condition and consequent ignition of 
vapor if present. The pump shaft flame arrestor is part of the 
explosion-proof enclosure of the fuel pump. This flame arrestor's 
function is to contain an internal pump explosion and prevent any flame 
from reaching the fuel tank via the pump inlet. If the flame arrestor 
is missing or loose, the pump is no longer explosion proof. In this 
condition, if the pump inlet is uncovered such that the pump runs dry, 
the fuel tank has no protection from flame egress due to an ignition 
within the pump. Such conditions may exist during ground defueling of 
the airplane fuel tanks and during abnormal operating conditions 
involving a low quantity of fuel in the tank. During low fuel operation 
one or more fuel pumps may experience intermittent dry operation for 
sufficient periods of time to permit vapor ignition within the pump. 
This condition, if not corrected, could result in the migration of a 
flame from a main tank fuel boost pump inlet to the vapor space of that 
fuel tank, and consequent ignition of fuel vapors, which could result 
in a fire or explosion.

Relevant Service Information

    We have reviewed Boeing Alert Service Bulletins 767-28A0077 (for 
Model 767-200, -300, and -300F series airplanes) and 767-28A0081 (for 
Model 767-400ER series airplanes), both Revision 1, both dated July 8, 
2004, which describe procedures for inspecting each main tank fuel 
boost pump to determine if the pin and flame arrestor are installed, 
repetitively measuring the position of the flame arrestor in the pump, 
and corrective actions. The corrective actions include installing 
serviceable boost pumps. The Boeing alert service bulletins reference 
Hamilton Sundstrand Service Bulletin 5006003-28-2, dated October 25, 
2002, as an additional source of service information for doing the 
inspections and corrective actions. The procedures in the Hamilton 
Sundstrand service bulletin include:
     Removing the pumping unit assemblies from the main fuel 
tank boost pumps.
     Measuring the distance from the impeller end of the shaft 
to the flame arrestor (finned plug) in the pumping unit assemblies.
     Testing certain pumping unit assemblies.
     Marking the identification plates of each pumping unit 
assembly with the symbol ``28-2.''
     Reinstalling the pumping unit assemblies into the fuel 
boost pumps.
    If the measurement is greater than the limit specified in the 
Hamilton Standard service bulletin, that service bulletin specifies to 
return the affected pumping unit assembly to a repair shop for 
replacement of the pin and flame arrestor.
    Accomplishing the actions specified in the service information is 
intended to adequately address the unsafe condition.

FAA's Determination and Requirements of the Proposed AD

    We have evaluated all pertinent information and identified an 
unsafe condition that is likely to exist or develop on other airplanes 
of this same type design. Therefore, we are proposing this AD, which 
would require a detailed inspection of each main tank fuel boost pump 
to determine if a flame arrestor is installed, repetitive measurements 
of the position of the flame arrestor in the pump, and corrective 
actions if necessary. The proposed AD would require you to use the 
service information described previously, except as discussed under 
``Difference Between the Proposed AD and Service Information.''

Difference Between the Proposed AD and Service Information

    Operators should note that, although the Hamilton Sundstrand 
service bulletin specifies to return main tank fuel boost pumps with 
damaged, broken, or out-of-position flame arrestors to a repair shop, 
that action is not required by this proposed AD.

[[Page 7680]]

Clarification of Inspection Terminology

    Boeing Alert Service Bulletins 767-28A0077 and 767-28A0081, both 
Revision 1, specify to do an inspection of each main tank fuel boost 
pump for the presence or integrity of the flame arrestor as specified 
in Hamilton Sundstrand Service Bulletin 5006003-28-2, dated October 25, 
2002. This proposed AD requires a detailed inspection of each main tank 
fuel boost pump for the presence of the flame arrestor. Note 2 has been 
included in this proposed AD to define this type of inspection.
    The inspection of the integrity of the flame arrestor is referred 
to as a ``check'' in the Hamilton Sundstrand service bulletin. Instead 
of referring to this action as a check, this proposed AD uses the term 
``measurement.''

Interim Action

    We consider this proposed AD interim action. If final action is 
later identified, we may consider further rulemaking then.

Costs of Compliance

    This proposed AD would affect about 915 airplanes worldwide, and 
400 airplanes of U.S. registry. The following table provides the 
estimated costs for U.S. operators to comply with this proposed AD.

                                                                     Estimated Costs
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                                                                                                                                Number of
                                                   Average                                                                        U.S.-
             Action                Work hours    labor rate           Parts                    Cost per  airplane              registered    Fleet cost
                                                  per  hour                                                                     airplanes
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Inspection of flame arrestor                5           $65   None                  $325, per inspection cycle..............          400      $130,000
 presence/position, per
 inspection cycle.
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Authority for this Rulemaking

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

Regulatory Findings

    We have determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify that the 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. 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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this proposed AD. See the ADDRESSES section for a location 
to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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

Boeing: Docket No. FAA-2005-20351; Directorate Identifier 2003-NM-
269-AD.

Comments Due Date

    (a) The Federal Aviation Administration (FAA) must receive 
comments on this AD action by April 1, 2005.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to all Boeing Model 767 series airplanes, 
certificated in any category.

Unsafe Condition

    (d) This proposed AD is prompted by reports that certain fuel 
boost pumps may not have flame arrestors installed in the pump 
shaft. We have also received reports that the pin that holds the 
flame arrestor in place can break due to metal fatigue. We are 
issuing this AD to prevent the possible migration of a flame from a 
main tank fuel boost pump inlet to the vapor space of that fuel 
tank, and consequent ignition of fuel vapors, which could result in 
a fire or explosion should the pump inlets become uncovered.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Service Bulletin References

    (f) The term ``alert service bulletin,'' as used in this AD, 
means the Accomplishment Instructions of Boeing Alert Service 
Bulletins 767-28A0077 (for Model 767-200, -300, and -300F series 
airplanes) and 767-28A0081 (for Model 767-400ER series airplanes), 
both Revision 1, both dated July 8, 2004; as applicable.

    Note 1: The Boeing alert service bulletins reference Hamilton 
Sundstrand Service Bulletin 5006003-28-2, dated October 25, 2002, as 
an additional source of service information for accomplishment of 
the inspection and corrective actions. Although the Hamilton 
Sundstrand service bulletin specifies to return main tank fuel boost 
pumps with damaged, broken, or out-of-position flame arrestors to a 
repair shop, that action is not required by this AD.

Inspection for Presence/Position of Flame Arrestor in Main Tank Fuel 
Boost Pumps

    (g) Prior to the accumulation of 15,000 total flight hours, or 
within 365 days after the effective date of this AD, whichever is 
later: Do a detailed inspection of each main tank fuel boost pump to 
determine if the pump shaft flame arrestor is installed, a

[[Page 7681]]

measurement of the flame arrestor's position in the pump, and any 
applicable corrective actions, by accomplishing all of the actions 
in the applicable alert service bulletin. Repeat the measurement of 
the flame arrestor's position in the pump thereafter at intervals 
not to exceed 6,000 flight hours or 24 months, whichever is first. 
Any applicable corrective actions must be done before further 
flight.

    Note 2: For the purposes of this AD, a detailed inspection is: 
``An intensive examination of a specific item, installation, or 
assembly to detect damage, failure, or irregularity. Available 
lighting is normally supplemented with a direct source of good 
lighting at an intensity deemed appropriate. Inspection aids such as 
mirror, magnifying lenses, etc., may be necessary. Surface cleaning 
and elaborate procedures may be required.''


    Note 3: There is no terminating action available at this time 
for the repetitive inspections required by paragraph (g) of this AD.

Parts Installation

    (h) As of the effective date of this AD, no main tank fuel boost 
pump may be installed on any airplane unless it has been inspected, 
and any applicable corrective action performed, in accordance with 
the requirements of this AD.

Alternative Methods of Compliance (AMOCs)

    (i) The Manager, Seattle Aircraft Certification Office, FAA, has 
the authority to approve AMOCs for this AD, if requested in 
accordance with the procedures found in 14 CFR 39.19.

    Issued in Renton, Washington, on February 6, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-2839 Filed 2-14-05; 8:45 am]
BILLING CODE 4910-13-P