[Federal Register Volume 90, Number 176 (Monday, September 15, 2025)]
[Proposed Rules]
[Pages 44340-44347]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2025-17781]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2025-2546; Project Identifier AD-2025-01060-T]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to supersede Airworthiness Directive (AD)
2024-19-14, which applies to certain The Boeing Company Model 777-200,
777-200LR, 777-300, 777-300ER, and 777F series airplanes. AD 2024-19-14
requires repetitive inspections and bond resistance measurement of the
bonding jumpers on the first fuel feed tube installed immediately
forward of the wing front spar at the left and right main fuel tank
penetrations, and applicable corrective actions. Since the FAA issued
AD 2024-19-14, the FAA determined that additional inspections are
required to address the unsafe condition. This proposed AD would
require repetitive detailed inspections (DET), repetitive bond
resistance measurement, and applicable on-condition actions. This
proposed AD would also expand the applicability and require revising
the existing maintenance or inspection program, as applicable, to
incorporate a certain airworthiness limitation. The FAA is proposing
this AD to address the unsafe condition on these products.
DATES: The FAA must receive comments on this proposed AD by October 30,
2025.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to regulations.gov. Follow
the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
AD Docket: You may examine the AD docket at regulations.gov under
Docket No. FAA-2025-2546; or in person at Docket Operations between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this NPRM, any comments received, and other
information. The street address for Docket Operations is listed above.
Material Incorporated by Reference:
For Boeing material identified in this proposed AD,
contact Boeing Commercial Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA
90740-5600; telephone 562-797-1717; website myboeingfleet.com.
You may view this material at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St., Des
Moines, WA. For information on the availability of this material at the
FAA, call 206-231-3195. It is also available at regulations.gov under
Docket No. FAA-2025-2546.
FOR FURTHER INFORMATION CONTACT: Samuel Dorsey, Aviation Safety
Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206-
231-3415; email: [email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments using a method listed
under the ADDRESSES section. Include ``Docket No. FAA-2025-2546;
Project Identifier AD-2025-01060-T'' at the beginning of your comments.
The most helpful comments reference a specific portion of the proposal,
explain the reason for any recommended change, and include supporting
data. The FAA will consider all comments received by the closing date
and may amend this proposal because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
regulations.gov, including any personal information you provide. The
agency will also post a report summarizing each substantive verbal
contact received about this NPRM.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent to
Samuel Dorsey, Aviation Safety Engineer, FAA, 2200 South 216th St., Des
Moines, WA 98198; phone: 206-231-3415; email: [email protected].
Any commentary that the FAA receives that is not specifically
designated as CBI will be placed in the public docket for this
rulemaking.
Background
The FAA issued AD 2024-19-14, Amendment 39-22856 (89 FR 80077,
October 2, 2024) (AD 2024-19-14), for certain The Boeing Company Model
777-200, 777-200LR, 777-300, 777-300ER, and 777F series airplanes. AD
2024-19-14 was prompted by a report of potential latent failures of the
lightning protection features for the engine fuel feed system. AD 2024-
19-14 requires repetitive inspections and bond resistance measurement
of the bonding jumpers on the first fuel feed tube
[[Page 44341]]
installed immediately forward of the wing front spar at the left and
right main fuel tank penetrations, and applicable corrective actions.
The agency issued AD 2024-19-14 to address such latent failures.
As discussed in the preamble to AD 2024-19-14, the electrical
bonding of the engine fuel feed tube penetrating the fuel tanks of
Boeing Model 777 airplanes and other Boeing airplane models is the
primary design feature to prevent the development of an ignition source
inside the fuel tank during a lightning strike to the engine nacelle.
The electrical protective features include the spar bulkhead fitting
bond that redirects the majority of current during a lightning event.
Separate bonding jumpers outside and inside the fuel tank provide
additional electrical paths for current from lightning strikes. Poor
electrical bonding of the spar bulkhead fitting and bonding jumpers has
been reported on Model 747 and Model 777 airplanes.
In related rulemaking, the FAA issued AD 2023-23-14, Amendment 39-
22616 (88 FR 83494, November 30, 2023) (AD 2023-23-14), to address this
unsafe condition on Model 747 airplanes.
An additional non-electrical feature, an encapsulation seal over
the side of the spar bulkhead fitting inside the fuel tank, provides
additional protection from sparking at that location. The bulkhead
fitting's encapsulation is designed to isolate any sparks or arcing
generated at the bulkhead fitting during a lightning strike because of
failed electrical bonds from flammable fuel vapors in the tank. This
fitting, including the in-tank coupler connecting the fuel feed tube to
the fitting, is the most probable location for sparking when electrical
bonding is poor. Therefore, a failed encapsulation significantly
increases the risk of a fuel tank explosion following a lightning
strike to the engine nacelle on an airplane with poor electrical
bonding. Analysis has shown that at least a subset of the encapsulation
failures seen on Model 747 airplanes is expected on Model 777
airplanes.
The observed encapsulation failures are frequently associated with
inadequate application of the encapsulation sealant. While failures are
partly attributable to the design of the fitting and its associated
coupler, sealant is frequently applied too thinly, does not cover the
entire fitting and coupler, does not extend sufficiently onto the fuel
feed tube, or the relevant surfaces are inadequately cleaned prior to
application, preventing proper sealant adhesion.
The bulkhead fitting encapsulation is a unique sealant task. Most
sealing tasks focus on fluid-tightness or other environmental
protection between joined pieces of structure. The lightning protection
function and complex shape of the bulkhead fitting encapsulation
installation render it difficult to apply sealant properly using
general sealing instructions. The manufacturer has communicated that it
intends to publish an improved set of maintenance instructions in the
Aircraft Maintenance Manual (AMM) to improve the consistency of
encapsulation application. The sealant application instructions in the
service information required by this proposed AD, as well as the
revised Critical Design Configuration Control Limitation (CDCCL)
specified in this proposed AD, are detailed and should be given special
attention by maintenance personnel to ensure proper application of the
bulkhead fitting encapsulation.
Actions Since AD 2024-19-14 Was Issued
Since the FAA issued AD 2024-19-14, the FAA determined that 777-300
Model airplanes, as well as airplanes equipped with Pratt and Whitney
engines or Rolls-Royce engines, are also subject to the unsafe
condition. As discussed in the Background section of the preamble to AD
2024-19-14, Model 777 series airplanes powered by Pratt & Whitney and
Rolls-Royce engines are equipped with an additional fuel feed tube
bonding jumper located in the engine nacelle strut that provides
additional electrical bonding and therefore reduces the risk associated
with the unsafe condition. As a result, urgent action was not required
for those airplanes. No Model 777-300 series airplanes are equipped
with GE90 series engines; therefore, none lack the additional bonding
jumper in the nacelle strut, so no Model 777-300 series airplanes were
included in the applicability of AD 2024-19-14. However, all Model 777-
200, 777-200LR, 777-300, 777-300ER, and 777F series airplanes share the
same general fuel feed tube lightning protection design and are
therefore subject to the unsafe condition addressed by this AD.
Additionally, since AD 2024-19-14 was issued, the manufacturer has
developed a Requirements Bulletin intended to replace the Multi
Operator Message (MOM) required by AD 2024-19-14. This proposed AD
would replace AD 2024-19-14's requirement to inspect the fuel feed tube
bonding jumper located in the wing leading edge in accordance with
Boeing multi operator message MOM-MOM-24-0463-01B, dated September 4,
2024, with the requirement to perform a similar inspection in
accordance with the new Boeing Requirements Bulletin 777-28A0097 RB,
dated August 14, 2025.
Further, based on analysis of reports submitted in connection with
AD 2023-23-14, the FAA has determined that additional inspections are
necessary to address the unsafe condition. These inspections are
broadly similar to those required on Boeing Model 747 series airplanes
by AD 2023-23-14. These additional inspections, contained in Boeing
Requirements Bulletin 777-28A0098 RB, dated August 15, 2025, address
the electrical bonding of in-tank fuel feed tube components, as well as
the integrity of the encapsulation seal surrounding the fuel feed tube
bulkhead fitting.
Finally, the FAA has determined that a new requirement in CDCCL
airworthiness limitation (AWL) 28-AWL-05 is needed to address the
unsafe condition. The encapsulating sealant surrounding the bulkhead
fitting inside the fuel tank is a common CDCCL across many Boeing
models. After reviewing the relevant Model 777 CDCCL, 28-AWL-05, it was
discovered that the AWL lacks the requirement to reapply the
encapsulation after disassembly of the fitting (which necessitates
removal of the encapsulation). Failure to reapply the sealant after
removal would result in the unsafe condition addressed by this proposed
AD. The FAA is proposing an amendment to CDCCL 28-AWL-05 to address
this deficiency. Additionally, the CDCCL was also discovered to not
properly account for a difference in in-tank bonding jumper
configurations beginning at airplane line number 830 and on. The
revised CDCCL now accounts for both jumper configurations. Normally,
the FAA would require the incorporation of the information contained in
a revision of the relevant airworthiness limitations document from the
manufacturer into the airplane maintenance or inspection program to
address this requirement. However, such a document is not anticipated
to be available in time to support this proposed AD.
The FAA is proposing this AD to address latent failures. A
lightning strike to an engine nacelle combined with latent failures of
the lightning protection features for the engine fuel feed system, if
not addressed, could result in the potential for ignition sources
inside fuel tanks, which, in combination with flammable fuel vapors,
could result in a fuel tank explosion and consequent loss of the
airplane.
[[Page 44342]]
FAA's Determination
The FAA is issuing this NPRM after determining that the unsafe
condition described previously is likely to exist or develop on other
products of the same type of design.
Material Incorporated by Reference Under 1 CFR Part 51
The FAA reviewed Boeing Alert Requirements Bulletin 777-28A0097 RB,
dated August 14, 2025. This material specifies procedures for
repetitive DET of the bonding jumpers installed between the engine fuel
feel tube and the wing structure immediately forward of the front spar
at the left and right main fuel tank penetrations, saddle clamps, and
tube clamps for any damage; repetitive DET for any loose bonding jumper
lugs or tube clamps (rotation when rotating with light finger
pressure); repetitive DET for any missing bonding jumpers or tube
clamps; and repetitive measurements of the electrical bonding
resistance between the wing structure and engine fuel feed tube; and
applicable on-condition actions. Damage includes bonding jumpers that
have one or more broken strands in wire braid, saddle clamps with
split, cracked, broken rubber parts or any contact between saddle
clamps' metal with the fuel tube, and tube clamps being cracked, broken
or having a screw hole elongated. On-condition actions include
removing, cleaning, and re-installing bonding jumpers and related
hardware, and replacing damaged and missing saddle clamps, bonding
jumpers and tube clamps.
The FAA also reviewed Boeing Alert Requirements Bulletin 777-
28A0098 RB, dated August 15, 2025. This material specifies procedures
for, depending on configuration, repetitive measurement of electrical
bonding resistance between the front spar and the threaded portion of
the front spar bulkhead fitting outside the fuel tank at the left and
right main fuel tank penetrations; repetitive DET of the bonding jumper
and tube clamps installed between the engine fuel feed tube and the
engine nacelle strut for each of the left and right engines for correct
installation; repetitive measurement of electrical bonding resistance
between the nacelle strut structure and out-tank engine fuel feed tube;
and applicable on-condition actions. On-condition actions include:
A DET of the front spar bulkhead fitting and coupling
inside the fuel tank for any area without sealant, any damaged (crack
or void in sealant, disbonded sealant, or any exposed underlying
metallic surface) sealant, and any insufficient sealant.
Removing existing sealant and re-applying sealant inside
the fuel tank.
For Group 1 airplanes, a DET of the bonding jumper and
tube clamps installed between the first engine fuel feed tube and the
structure inside the fuel tank for correct installation, and an
electrical bonding resistance measurement between the first engine fuel
feed tube and the structure inside the fuel tank.
For Group 2 airplanes, a DET of the bonding jumper and
tube clamps that are installed between the first engine fuel feed tube
connected to the front spar bulkhead fitting inside the fuel tank and
the second AFT in-tank engine fuel feed tube for correct installation,
and an electrical bonding resistance measurement between the first
engine fuel feed tube connected to the front spar bulkhead fitting
inside the fuel tank and the second AFT in-tank engine fuel feed tube.
For Group 2 airplanes, a DET of the bonding jumper and
tube clamps installed between the second AFT in-tank engine fuel feed
tube and the structure inside the fuel tank for correct installation,
and an electrical bonding resistance measurement between the second AFT
in-tank engine fuel feed tube and the structure inside the fuel tank.
Removing out-tank (engine nacelle strut) and/or in-tank
bonding jumpers and tube clamps, cleaning electrical bond surfaces, and
installing new or serviceable bonding jumpers and tube clamps.
This material is reasonably available because the interested
parties have access to it through their normal course of business or by
the means identified in the ADDRESSES section.
Proposed AD Requirements in This NPRM
This proposed AD would retain certain requirements of AD 2024-19-
14. This proposed AD would require accomplishing the actions specified
in the material already described, except for any differences
identified as exceptions in the regulatory text of this proposed AD.
For information on the procedures and compliance times, see this
material at regulations.gov under Docket No. FAA-2025-2546.
Interim Action
The FAA considers that this proposed AD would be an interim action.
The manufacturer is currently developing a modification that will
address the unsafe condition identified in this AD. Once this
modification is developed, FAA-approved, and available, the FAA might
consider additional rulemaking.
Costs of Compliance
The FAA estimates that this AD, if adopted as proposed, would
affect 325 airplanes of U.S. registry. The FAA estimates the following
costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
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Inspections and measurements (777- 3 work-hours x $85 $0 $255 per inspection $82,875 per
28A0097 RB). per hour = $255 cycle. inspection cycle.
per inspection
cycle.
Inspections and measurements (777- 4 work-hours x 85 36 $376 per inspection $122,200 per
28A0098 RB). per hour = 340 per cycle. inspection cycle.
inspection cycle.
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The FAA has determined that revising the existing maintenance or
inspection program takes an average of 90 work-hours per operator,
although the agency recognizes that this number may vary from operator
to operator. Since operators incorporate maintenance or inspection
program changes for their affected fleet(s), the FAA has determined
that a per-operator estimate is more accurate than a per-airplane
estimate. Therefore, the FAA estimates the average total cost per
operator to be $7,650 (90 work-hours x $85 per work-hour).
The FAA estimates the following costs to do any necessary on-
condition actions that would be required based on the results of the
proposed inspection. The agency has no way of determining the number of
aircraft that might need these on-condition actions:
[[Page 44343]]
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
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Bonding jumper cleaning and installation; 2 work-hours x $85 per hour = $26 $196
saddle clamp, bonding jumper, tube clamp $170.
replacement (777-28A0097 RB).
DET for encapsulation sealant application..... 18 work-hours x 85 per hour = 0 1,530
1,530.
Encapsulation sealant reapplication........... 1 work hour x 85 per hour = 85.. 75 160
In-tank engine fuel feed tube bonding jumper 1 work-hour x 85 per hour = 85.. 0 85
DET and bonding resistance measurement.
In-tank engine fuel feed tube bonding jumper 1 work-hour x 85 per hour = 85.. 23 85
rework and bonding resistance measurement.
Nacelle strut engine fuel feed tube bonding 1 work-hour x 85 per hour = 85.. 47 132
jumper rework and bonding resistance
measurement.
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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.
The FAA is 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
The FAA 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 this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Would not affect intrastate aviation in Alaska, and
(3) Would not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, 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
0
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]
0
2. The FAA amends Sec. 39.13 by:
0
a. Removing Airworthiness Directive (AD) 2024-19-14, Amendment 39-22856
(89 FR 80077, October 2, 2024), and
0
b. Adding the following new AD:
The Boeing Company: Docket No. FAA-2025-2546; Project Identifier AD-
2025-01060-T.
(a) Comments Due Date
The FAA must receive comments on this airworthiness directive
(AD) by October 30, 2025.
(b) Affected ADs
This AD replaces AD 2024-19-14, Amendment 39-22856 (89 FR 80077,
October 2, 2024) (AD 2024-19-14).
(c) Applicability
This AD applies to The Boeing Company Model 777-200, -200LR, -
300, -300ER, and 777F series airplanes, certificated in any
category, as identified in Boeing Alert Requirements Bulletin 777-
28A0097 RB, original issue, dated August 14, 2025.
(d) Subject
Air Transport Association (ATA) of America Code 28, Fuel.
(e) Unsafe Condition
This AD was prompted by a report of potential latent failures of
the lightning protection features for the engine fuel feed system.
The FAA is issuing this AD to address such latent failures. A
lightning strike to an engine nacelle combined with latent failures
of the lightning protection features for the engine fuel feed
system, if not addressed, could result in the potential for ignition
sources inside fuel tanks, which, in combination with flammable fuel
vapors, could result in a fuel tank explosion and consequent loss of
the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
(1) Except as specified by paragraph (h) of this AD: At the
applicable times specified in the ``Compliance'' paragraph of Boeing
Alert Requirements Bulletin 777-28A0097 RB, dated August 14, 2025,
do all applicable actions identified in, and in accordance with, the
Accomplishment Instructions of Boeing Alert Requirements Bulletin
777-28A0097 RB, dated August 14, 2025.
Note 1 to paragraph (g)(1): Guidance for accomplishing the
actions required by this AD can be found in Boeing Alert Service
Bulletin 777-28A0097, dated August 14, 2025, which is referred to in
Boeing Alert Requirements Bulletin 777-28A0097 RB, dated August 14,
2025.
(2) Except as specified by paragraph (h) of this AD: At the
applicable times specified in the ``Compliance'' paragraph of Boeing
Alert Requirements Bulletin 777-28A0098 RB, dated August 15, 2025,
do all applicable actions identified in, and in accordance with, the
Accomplishment Instructions of Boeing Alert Requirements Bulletin
777-28A0098 RB, dated August 15, 2025.
Note 2 to paragraph (g)(2): Guidance for accomplishing the
actions required by this AD can be found in Boeing Alert Service
Bulletin 777-28A0098, dated August 15, 2025, which is referred to in
Boeing Alert Requirements Bulletin 777-28A0098 RB, dated August 15,
2025.
(h) Exceptions to Requirements Bulletin Specifications
(1) Where the Compliance Time columns of Tables 1 and 2 in the
``Compliance'' paragraph of Boeing Alert Requirements Bulletin 777-
28A0097, dated August 14, 2025, refer to the original issue date of
Requirements Bulletin 777-28A0097, this AD requires using a date of
October 17, 2024 (the effective date of AD 2024-19-14).
(2) Where the Compliance Time columns of Tables 3 and 4 in the
``Compliance'' paragraph of Boeing Alert Requirements
[[Page 44344]]
Bulletin 777-28A0097, dated August 14, 2025, refer to the original
issue date of Requirements Bulletin 777-28A0097, this AD requires
using the effective date of this AD.
(3) Where the Compliance Time columns of the tables in the
``Compliance'' paragraph of Boeing Alert Requirements Bulletin 777-
28A0098, dated August 15, 2025, refer to the original issue date of
Requirements Bulletin 777-28A0098, dated August 15, 2025, this AD
requires using the effective date of this AD.
(i) Critical Design Configuration Control Limitations (CDCCLs)
Within 60 days after the effective date of this AD, revise the
existing maintenance or inspection program, as applicable, to
incorporate the information specified in Figure 1 and Figure 2 to
paragraph (i) of this AD.
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Figure 1 to Paragraph (i)--28-AWL-05
[[Page 44345]]
[GRAPHIC] [TIFF OMITTED] TP15SE25.000
[[Page 44346]]
[GRAPHIC] [TIFF OMITTED] TP15SE25.001
Figure 2 to Paragraph (i)--Fuel Feed Encapsulation
[[Page 44347]]
[GRAPHIC] [TIFF OMITTED] TP15SE25.002
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(j) Alternative Methods of Compliance (AMOCs)
(1) The Manager, AIR-520, Continued Operational Safety Branch,
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or
responsible Flight Standards Office, as appropriate. If sending
information directly to the manager of the certification office,
send it to the attention of the person identified in paragraph
(k)(1) of this AD. Information may be emailed to: [email protected].
Before using any approved AMOC, notify your appropriate principal
inspector, or lacking a principal inspector, the manager of the
responsible Flight Standards Office.
(2) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by The Boeing Company Organization Designation
Authorization (ODA) that has been authorized by the Manager, AIR-
520, Continued Operational Safety Branch, FAA, to make those
findings. To be approved, the repair method, modification deviation,
or alteration deviation must meet the certification basis of the
airplane, and the approval must specifically refer to this AD.
(3) AMOCs approved for AD 2024-19-14 are not approved as AMOCs
for the corresponding provisions of Boeing Alert Requirements
Bulletin 777-28A0097, original issue, dated August 14, 2025, that
are required by paragraph (g) of this AD.
(k) Related Information
(1) For more information about this AD, contact Samuel Dorsey,
Aviation Safety Engineer, FAA, 2200 South 216th St, Des Moines, WA
98198; phone: 206-231-3415; email: [email protected].
(2) Material identified in this AD that is not incorporated by
reference is available at the address specified in paragraph (l)(3)
of this AD.
(l) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference of the material listed in this paragraph
under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this material as applicable to do the actions
required by this AD, unless the AD specifies otherwise.
(i) Boeing Alert Requirements Bulletin 777-28A0097, dated August
14, 2025.
(ii) Boeing Alert Requirements Bulletin 777-28A0098, dated
August 15, 2025.
(3) For Boeing material identified in this AD, contact Boeing
Commercial Airplanes, Attention: Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-5600;
telephone 562-797-1717; website myboeingfleet.com.
(4) You may view this material at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St.,
Des Moines, WA. For information on the availability of this material
at the FAA, call 206-231-3195.
(5) You may view this material at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations or email [email protected].
Issued on September 11, 2025.
Peter A. White,
Deputy Director, Integrated Certificate Management Division, Aircraft
Certification Service.
[FR Doc. 2025-17781 Filed 9-12-25; 8:45 am]
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