AD 2001-21-07

[Federal Register Volume 66, Number 210 (Tuesday, October 30, 2001)]
[Rules and Regulations]
[Pages 54652-54656]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 01-26712]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-317-AD; Amendment 39-12478; AD 2001-21-07]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to all Boeing Model 747 series airplanes, that 
currently requires, for certain airplanes, revising the Airplane Flight 
Manual, and, for all airplanes, performing repetitive inspections for 
wear or damage of the inlet check valves and inlet adapters of the 
override/jettison pumps, and corrective actions, if necessary. This 
amendment applies to fewer airplanes than the existing AD and requires 
rework of certain components, which ends the repetitive inspection 
requirement. These actions are necessary to ensure that the flight crew 
is advised of the hazards of dry operation of the override/jettison 
pumps of the center wing fuel tank, and to prevent wear or damage to 
the inlet check valves and inlet adapters of the override/jettison 
pumps, which could result in a fire or explosion in the fuel tank 
during dry (no fuel) operation. This action is intended to address the 
identified unsafe condition.

DATES: Effective December 4, 2001.
    The incorporation by reference of Boeing Service Bulletin 747-
28A2212, Revision 3, dated August 3, 2000, as listed in the 
regulations, is approved by the Director of the Federal Register as of 
December 4, 2001.
    The incorporation by reference of Boeing Alert Service Bulletin 
747-28A2212, Revision 2, dated May 14, 1998, as listed in the 
regulations, was approved previously by the Director of the Federal 
Register as of August 24, 1998 (63 FR 42210, August 7, 1998).

ADDRESSES: The service information referenced in this AD may be 
obtained

[[Page 54653]]

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: Sulmo Mariano, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 227-2686; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 98-16-19, 
amendment 39-10695 (63 FR 42210, August 7, 1998), which is applicable 
to all Boeing Model 747 series airplanes, was published in the Federal 
Register on February 15, 2000 (66 FR 10393). The action proposed to 
continue to require, for certain airplanes, revising the Airplane 
Flight Manual, and, for all airplanes, performing repetitive 
inspections for wear or damage of the inlet check valves and inlet 
adapters of the override/jettison pumps, and corrective actions, if 
necessary. The action also proposed to apply to fewer airplanes than 
the existing AD and require rework of certain components, which would 
end the repetitive inspection requirement.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Extend Compliance Time/Delay Terminating Action

    Several commenters ask that the compliance time of 18 months after 
the effective date of the AD, as specified in paragraph (d) of the 
proposed rule, be extended as follows:
    Three commenters state that the compliance time should be extended 
to within 60 months after the effective date of the AD. One of the 
commenters asks for an extension to 10,000 flight cycles if a 6-year 
compliance time is too long. The commenters note that the current 
repetitive inspections are adequate to address the described unsafe 
condition by ensuring the integrity of the inlet check valves and 
override/jettison pump inlet adapters. One commenter adds that the wear 
limits established and contained in Boeing Alert Service Bulletins 747-
28A2212, Revision 1, dated April 23, 1998, and Revision 2, dated May 
14, 1998 (referenced in the proposed rule as two of the correct sources 
of service information for doing the specified actions), are 
conservative and provide an adequate margin to prevent contact between 
the inlet check valve and the override/jettison pump inlet inducer/
impeller until the modification is accomplished.
    Additionally, one commenter (the airplane manufacturer) states that 
it is not aware of any reports since the issuance of AD 98-16-19, of 
loosening of the inlet check valve, which is the more significant 
failure mode per the referenced service bulletin, because it could lead 
to steel-on-steel contact. AD 98-16-19 requires, among other things, 
repetitive inspections for wear or damage of the inlet check valves and 
inlet adapters of the override/jettison pumps. The commenters state 
that because the unsafe condition in the proposed rule is adequately 
addressed by the repetitive inspection requirements in that AD, the 
requested 60-month compliance time is reasonable. This would allow 
operators to complete the rework of the override/jettison pump housing 
(installation of the new check valve), which requires fuel tank entry, 
during a regular maintenance visit when a tank entry is included as 
part of the maintenance program for most operators. This would minimize 
the need for multiple tank entries and collateral fuel tank component 
damage that could result from the entries. An 18-month compliance 
period would result in unscheduled maintenance visits and increased 
costs associated with airplane out-of-service time.
    The airplane manufacturer also is working with the parts 
manufacturer to develop an improved override/jettison pump electrical 
connector that will be proposed as an alternative method of compliance 
to AD 97-03-17, amendment 39-9922 (62 FR 5748, February 7, 1997). That 
AD requires an inspection of fuel boost pumps and fuel override/
jettison pumps for leakage and checking the electrical resistance of 
the override/jettison pump wiring insulation. The improved pump 
electrical connector should be available for retrofit early in the 
fourth quarter of 2001. A 60-month compliance time would allow the 
override/jettison pump motor impeller assembly to be reworked during a 
maintenance visit, at which time both the new inlet adapter and new 
electrical connector could be installed.
    A fourth commenter asks that the compliance time be extended to 54 
months after the effective date of the AD to allow for the 
incorporation of new check valves and inlet adapters in the other 
airplane fuel tanks, an action not specifically required by this AD, 
but recommended by the airplane manufacturer. The commenter states 
that, in the long term, this will prevent the inadvertent installation 
of an unmodified override/jettison pump in a center wing tank pump 
housing with a modified inlet check valve, leading to a more rapid 
failure than is currently occurring. The commenter also states that 
enhanced endurance testing should be allowed to validate the 30,000 
hour wear rate claims and extend that rate to 60,000 hours for the 
original equipment manufacturer's specified design life limit of the 
override/jettison pump.
    A fifth commenter, the parts manufacturer, states that it is the 
sole manufacturer of the subject override/jettison pumps, housings, and 
repair kits and has some constraints on providing the kits, as well as 
performing the repair and override/jettison pump modification at its 
overhaul facility. The commenter notes that the maximum monthly 
production capacity for each kit type is approximately 500 kits per 
month. All kits are subject to a 12-week lead time following customer 
order placement. The override/jettison pump overhaul and repair 
facility can accommodate approximately 200 pump upgrades per month over 
and above existing pump repair activities. The commenter adds that, in 
prior discussions with operators, it was noted that the upgrade of the 
override/jettison pumps on the affected 747 fleet would take up to six 
years to accomplish. The commenter questions the viability of 
accomplishing such an upgrade within the proposed 18 months. The 
commenter states that, although it could deliver the parts required in 
the time specified, the extensive maintenance tasks necessary to assess 
and modify the override/jettison pump housings would impose a massive 
logistics and scheduling burden on the operators.
    A sixth commenter states that, due to the spares shortage and 
possible additional changes in AD 97-03-17, until a final decision is 
made, it prefers to continue with the repetitive inspections and 
replacement of any defective override/jettison pumps as required by AD 
98-16-19. The commenter notes that after a final decision is made it 
will comply with all the requirements at one time. The commenter adds 
that complying with all the requirements at one time will resolve the 
problems related to spares shortage, long turnaround time for 
modification by the manufacturer, pump interchangeability, flight

[[Page 54654]]

schedule interruptions, and extensive ground time.
    A seventh commenter asks that the compliance time be extended to 6 
years after the effective date of the AD, on the condition that the 
repetitive inspection interval is reduced to 5,000 flight hours or 1 
year. The commenter gives 3 reasons for this extension:
    (1) Replacing the housing inlet check valve necessitates entering 
the center wing fuel tank, which requires a minimum of 2 days of 
airplane immobilization, and partially prevents concurrent routine 
maintenance on the airplane.
    (2) The parts manufacturer has proposed that operators extend the 
modification to 6 years so the inside tank modification can be 
implemented during heavy maintenance. Thus the parts manufacturer can 
have more time to supply parts for the world fleet.
    (3) The parts manufacturer is working with the airplane 
manufacturer to develop an improved fuel pump electrical connector that 
will be proposed as an alternative method of compliance to the 
insulation resistance check required by AD 97-03-17. The commenter asks 
to be allowed to wait and do all the terminating actions at one time.
    The FAA agrees with the commenters that the compliance time 
required by paragraph (d) of the final rule should be extended somewhat 
to ensure that enough parts are available to do the required actions 
within the specified compliance time. In developing an appropriate 
compliance time for the terminating action required by the final rule, 
we considered not only the degree of urgency associated with addressing 
the unsafe condition, but the practical aspect of incorporating the 
required rework of the existing override/jettison pump housing and 
impeller motor assembly on the Model 747 fleet in a timely manner. It 
is our intent in this final rule to have the terminating action done 
within the time frame of a regular maintenance interval. We took the 
commenters' recommendations into account, as well as the time necessary 
to do the specified actions, and we find that a 3-year compliance time 
should correspond with the regular maintenance schedules of the 
majority of affected operators. An extension of the compliance time to 
3 years will not adversely affect safety because the inspections 
required by paragraph (b) of the final rule will provide an acceptable 
level of safety until the terminating action required by paragraph (d) 
is done. Paragraph (d) of the final rule has been changed accordingly.
    The FAA does not agree that the terminating action in this final 
rule can be delayed in order to do the actions concurrently with AD 97-
03-17. These two ADs address different unsafe conditions of the same 
fuel override/jettison pump, and the associated modifications differ as 
well. Although the override/jettison pumps for the center wing fuel 
tank are removed to do the modifications associated with both ADs, the 
functional tests after installation of the modified pump should 
identify any problems with the override/jettison pump before the 
airplane is released for revenue service. Therefore, removing those 
pumps twice to accomplish the terminating actions for AD 97-03-17 and 
this AD separately, does not have an adverse effect on the safety of 
the 747 fleet.

Clarify Wording in Paragraphs (d) and (e)

    One commenter asks that paragraphs (d) and (e) of the proposed rule 
be changed to clarify that the actions are applicable to the center 
wing tanks only, as specified in the referenced service bulletin. We 
agree and have changed the wording in paragraphs (d) and (e) of this 
final rule for clarification.

Change/Delete Paragraph (e)

    Two commenters ask that paragraph (e) of the proposed rule; which 
specifies that, as of the effective date of the AD, no unmodified 
override/jettison pump housings or impeller motor assemblies may be 
installed; be changed. The commenter notes that this would require 
replacement of the override/jettison pump inlet check valve on 
airplanes not scheduled for maintenance. This would ground airplanes 
and necessitate a fuel tank entry. The commenter adds that unscheduled 
fuel tank entries present potential problems with collateral damage and 
additional out-of-service time for the airplanes. The commenter asks 
that paragraph (e) be changed to state, ``No part number listed in the 
Existing Part Number column of the table in Paragraph 2.E. of Boeing 
Service Bulletin 747-28A2212, Revision 3, shall be installed after the 
effective date of the AD. An existing part number motor impeller 
assembly can be used on aircraft that have existing part number 
housings installed, until the sunset date of the AD.''
    Another commenter asks that it be allowed to use ``Existing Part 
Numbers'' for the center wing tank positions, and for the main 2, main 
3, and horizontal stabilizer tank positions during the compliance time 
specified in the proposed rule. The commenter states that the paragraph 
(e) of the proposed rule requires a tank entry to modify the override/
jettison pump housing each time an unmodified impeller motor assembly 
has to be replaced.
    One commenter, the airplane manufacturer, asks that paragraph (e) 
of the proposed rule be deleted. The commenter states that the 
described unsafe condition has been adequately mitigated and that the 
old parts (with a part number listed in the Existing Part Number column 
of the table in Paragraph 2.E), should be allowed for installation 
until the compliance period ends, subject to the limitations described 
in paragraph 2.E., Existing Parts Accountability, of the referenced 
service bulletin. The commenter adds that this is necessary for motor 
impeller assemblies because an operator would install a new inlet check 
valve in the event a check valve had to be replaced. Installation of a 
new valve would necessitate installation of a new motor impeller 
assembly, if not already installed. The commenter notes that once a new 
part is installed, the replacement part must be of the new 
configuration.
    After careful review of the comments provided, specifically the 
comment from the airplane manufacturer, the FAA has concluded that 
paragraph (e) of this final rule should be deleted. We have determined 
that paragraph (e) can be removed without adversely affecting safety, 
in that the terminating action specified in Part 5 of the 
Accomplishment Instructions of Boeing Service Bulletin 747-28A2212, 
Revision 3, cautions that operators should not install reworked 
components with non-reworked components because rapid wear of those 
components will occur. Paragraph (e) of this final rule has been 
deleted accordingly.

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 1,100 airplanes of the affected design in 
the worldwide fleet. The FAA estimates that 250 airplanes of U.S. 
registry will be affected by this AD.
    For affected airplanes, the AFM revision currently required by AD 
98-16-19 takes approximately 1 work hour

[[Page 54655]]

per airplane to accomplish, at an average labor rate of $60 per work 
hour. Based on these figures, the FAA estimates that the cost impact of 
this action is $60 per airplane.
    The inspections currently required by AD 98-16-19 take 
approximately 12 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the FAA 
estimates that the cost impact of this action on U.S. operators is 
$180,000, or $720 per airplane, per inspection cycle.
    The rework required in this AD action will take approximately 6 
work hours per airplane to accomplish, at an average labor rate of $60 
per work hour. Required parts will cost approximately $1,978 per 
airplane. Based on these figures, the FAA estimates that the cost 
impact of the required replacement on U.S. operators is $584,500, or 
$2,338 per airplane. The FAA has been advised that manufacturer 
warranty remedies may be available for labor costs and parts associated 
with accomplishing the required rework. Therefore, the future economic 
cost impact of this action on U.S. operators may be less than the cost 
impact figure indicated above.
    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. The cost impact figures discussed 
in AD rulemaking actions represent only the time necessary to perform 
the specific actions actually required by the AD. These figures 
typically do not include incidental costs, such as the time required to 
gain access and close up, planning time, or time necessitated by other 
administrative actions.

Regulatory Impact

    The regulations adopted herein will 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 final rule does not have federalism 
implications under Executive Order 13132.
    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 removing amendment 39-10695 (63 FR 
42210, August 7, 1998), and by adding a new airworthiness directive 
(AD), amendment 39-12478, to read as follows:

2001-21-07  Boeing: Amendment 39-12478. Docket 2000-NM-317-AD. 
Supersedes AD 98-16-19, Amendment 39-10695.

    Applicability: Model 747 series airplanes, line numbers 1 
through 1251 inclusive, 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 (e)(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 ensure that the flightcrew is advised of the hazards of dry 
operation of the override/jettison pumps of the center wing fuel 
tank, and to prevent wear or damage to the inlet check valves and 
inlet adapters of the override/jettison pumps, which could result in 
a fire or explosion in the fuel tank during dry operation, 
accomplish the following:

Restatement of Requirements of AD 98-16-19:

Airplane Flight Manual Revision

    (a) For airplanes that have accumulated 20,000 total hours time-
in-service or more as of August 24, 1998 (the effective date of AD 
98-16-19, amendment 39-10695): Within 14 days after August 24, 1998, 
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 into the AFM.
    ``If the center tank override/jettison fuel pumps are to be 
used, there must be at least 17,000 pounds (7,720 kilograms) of fuel 
in the center tank prior to engine start.
    Do not operate the center tank override/jettison fuel pumps with 
less than 7,000 pounds (3,200 kilograms) of fuel in the center tank. 
For airplanes with an inoperative center tank scavenge system, this 
7,000 pounds of center tank fuel must be considered unusable.
    If the center tank override/jettison fuel pumps circuit breakers 
are tripped, do not reset.''

Repetitive Inspections and Corrective Actions

    (b) Prior to the accumulation of 10,000 total hours time-in-
service, or within 90 days after August 24, 1998, whichever occurs 
later, accomplish the requirements of paragraphs (b)(1) and (b)(2) 
of this AD, in accordance with the Accomplishment Instructions 
specified in Boeing Alert Service Bulletin 747-28A2212, Revision 2, 
dated May 14, 1998, or Revision 3, dated August 3, 2000.
    (1) Perform a detailed visual inspection for wear or damage of 
the inlet check valve of the left and right override/jettison pumps 
of the center wing fuel tank.
    (i) If the inlet check valve passes all wear and damage 
criteria, as specified in Figure 3 of the service bulletin, 
accomplish the actions specified in paragraph (b)(1)(i)(A), 
(b)(1)(i)(B), or (b)(1)(i)(C) of this AD, as applicable.
    (A) If the wear to the stainless steel disk is less than or 
equal to 0.70 inch, and does not penetrate the disk, repeat the 
inspection thereafter at intervals not to exceed 10,000 hours time-
in-service after the last inspection, until paragraph (d) of this AD 
has been done.
    (B) If the wear to the stainless steel disk is greater than 0.70 
inch, and does not penetrate the disk, repeat the inspection 
thereafter at intervals not to exceed 1,000 hours time-in-service 
after the last inspection, until paragraph (d) of this AD has been 
done.
    (C) If the wear penetrates the stainless steel disk of the inlet 
check valve, prior to further flight, accomplish the actions 
specified in paragraph (b)(1)(ii) of this AD.
    (ii) If the inlet check valve fails any wear or damage criteria, 
as specified in Figure 3 of the service bulletin, prior to further 
flight, replace the existing check valve with a new or serviceable 
check valve, in accordance with the service bulletin. Repeat the 
inspection thereafter at intervals not to exceed 10,000 hours time-
in-service after the last inspection, until paragraph (d) of this AD 
has been done.

[[Page 54656]]

    (2) Perform a detailed visual inspection for wear or damage of 
the inlet adapter of the left and right override/jettison pumps of 
the center wing fuel tank.
    (i) If the wear to the inlet adapter is less than or equal to 
0.50 inch, prior to further flight, reinstall the existing override/
jettison pump, in accordance with the alert service bulletin. Repeat 
the inspection thereafter at intervals not to exceed 10,000 hours 
time-in-service after the last inspection, until paragraph (d) of 
this AD has been done.
    (ii) If the wear to the inlet adapter is greater than 0.50 inch, 
but less than 0.60 inch, prior to further flight, accomplish the 
actions required by either paragraph (b)(2)(ii)(A) or (b)(2)(ii)(B), 
in accordance with the service bulletin:
    (A) Install a new or serviceable override/jettison pump, and 
repeat the inspection thereafter at intervals not to exceed 10,000 
hours time-in-service after the last inspection, until paragraph (d) 
of this AD has been done; or
    (B) Reinstall the existing override/jettison pump, and repeat 
the inspection thereafter at intervals not to exceed 1,000 hours 
time-in-service after the last inspection, until paragraph (d) of 
this AD has been done.
    (iii) If the wear to the inlet adapter is greater than or equal 
to 0.60 inch, prior to further flight, install a new or serviceable 
override/jettison pump, in accordance with the service bulletin. 
Repeat the inspection thereafter at intervals not to exceed 10,000 
hours time-in-service after the last inspection, until paragraph (d) 
of this AD has been done.

    Note 2: Boeing Alert Service Bulletin 747-28A2212, Revision 2, 
dated May 14, 1998, and Revision 3, dated August 3, 2000, include 
figures that illustrate specific areas to inspect for wear and 
damage.


    Note 3: Accomplishment of the actions specified in paragraph (b) 
of this AD prior to August 24, 1998, in accordance with Revision 1 
of Boeing Alert Service Bulletin 747-28A2212, dated April 23, 1998, 
is considered acceptable for compliance with paragraph (b) of this 
AD.

Terminating Action for Paragraph (a)

    (c) Accomplishment of the actions specified by paragraph (b) of 
this AD constitutes terminating action for the requirements of 
paragraph (a) of this AD. Following accomplishment of those actions, 
the AFM revision may be removed from the AFM.

New Requirements of this AD:

Replacement of Pump Housing and Impeller Motor Assembly

    (d) Within 36 months after the effective date of this AD: Rework 
the existing pump housing and impeller motor assembly, including 
replacing the existing inlet check valve and inlet adapter in the 
center wing fuel tank with new, improved parts; in accordance with 
Boeing Service Bulletin 747-28A2212, Revision 3, dated August 3, 
2000. This replacement ends the requirements of paragraphs (a) and 
(b) of this AD.

    Note 4: Boeing Service Bulletin 747-28A2212, Revision 3, 
references Crane Hydro-Aire Service Bulletins 60-703-28-33, 60-703-
28-35, 60-721-28-5, and 60-723-28-5, as secondary sources of 
information for the rework of the pump housing and impeller motor 
assembly.

Alternative Methods of Compliance

    (e)(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 Aircraft Certification 
Office (ACO), FAA. 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 98-16-19, amendment 39-10695, are approved as 
alternative methods of compliance with the corresponding 
requirements of this AD.

    Note 5: 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

    (f) 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.

Incorporation by Reference

    (g) Except as provided by paragraph (a) of this AD, the actions 
shall be done in accordance with Boeing Alert Service Bulletin 747-
28A2212, Revision 2, dated May 14, 1998; and Boeing Service Bulletin 
747-28A2212, Revision 3, dated August 3, 2000; as applicable.
    (1) The incorporation by reference of Boeing Service Bulletin 
747-28A2212, Revision 3, dated August 3, 2000, is approved by the 
Director of the Federal Register as of December 4, 2001.
    (2) The incorporation by reference of Boeing Alert Service 
Bulletin 747-28A2212, Revision 2, dated May 14, 1998, was approved 
previously by the Director of the Federal Register as of August 24, 
1998 (63 FR 42210, August 7, 1998).
    (3) 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.

Effective Date

    (h) This amendment becomes effective on December 4, 2001.

    Issued in Renton, Washington, on October 17, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-26712 Filed 10-29-01; 8:45 am]
BILLING CODE 4910-13-U