AD 2026-21-07

67452 Federal Register / Vol. 91, No. 206 / Tuesday, October 27, 2026 / Rules and Regulations DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2026–2716; Project Identifier AD–2025–00990–T; Amendment 39–23496; AD 2026–21–07] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes AGENCY : Federal Aviation Administration (FAA), DOT. ACTION : Final rule. SUMMARY : The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737–8, 737–9, and 737–8200 airplanes. This AD was prompted by a leak through the form-in-place (FiP) gasket found during a leak check. This AD requires a detailed inspection of the FiP gasket at the engine fuel shutoff valve access panel for correct sealant installation, or a detailed inspection at the engine fuel shutoff valve access panel for any damage on the preformed seal, depending on configuration; a fluid leak test of the engine fuel shutoff valve access panel for any leak; and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products. DATES : This AD is effective December 1, 2026. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of December 1, 2026. ADDRESSES : AD Docket: You may examine the AD docket at regulations.gov under Docket No. FAA–2026–2716; 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 final rule, any comments received, and other information. The address for Docket Operations is U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590. Material Incorporated by Reference: • 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. • 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–2026–2716. FOR FURTHER INFORMATION CONTACT : Erica Bayles, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 907–271–5844; email: erica.e.bayles@faa.gov. SUPPLEMENTARY INFORMATION : Background The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to certain The Boeing Company Model 737–8, 737–9, and 737–8200 airplanes. The NPRM was published in the Federal Register on March 23, 2026 (91 FR 13791). The NPRM was prompted by a leak through the FiP gasket at the engine fuel shutoff valve access panel found during a leak check, completed as part of a nonconformance disposition for the Boeing Company Model 737–8, 737–9, and 737–8200 airplanes. An investigation found that the fairing requirements of the engine fuel shutoff valve access panel caused thin regions of the FiP gasket, which caused the manufacturer to apply non- permitted sealant after the initial FiP gasket had cured, resulting in an uneven sealing surface on the engine fuel shutoff valve access panel and a fuel leak. In the NPRM, the FAA proposed to require a detailed inspection of the FiP gasket at the engine fuel shutoff valve access panel for correct sealant installation, or a detailed inspection at the engine fuel shutoff valve access panel for any damage on the preformed seal, depending on configuration; a fluid leak test of the engine fuel shutoff valve access panel for any leak; and applicable on-condition actions. The FAA is issuing this AD to address incorrect or missing sealant installation. The unsafe condition, if not addressed, could result in fuel leaking onto the engine exhaust nozzle and a possible fire on the ground. Discussion of Final Airworthiness Directive Comments The FAA received a comment from the Air Line Pilots Association, International (ALPA) who supported the NPRM without change. The FAA received additional comments from American Airlines (American) and Southwest Airlines (Southwest). The following presents the comments received on the NPRM and the FAA’s response to each comment. Request To Combine Proposed ADs American requested that the FAA revise the proposed AD by incorporating the affected airplanes and proposed requirements from another proposed AD (Docket No. FAA–2026–2725, Project Identifier AD–2025–00999–T) and then rescind that other proposed AD. American noted, although the proposed ADs reference different service information and different airplane models, both proposed ADs would mandate similar corrective requirements. American stated consolidating these actions into a single NPRM would improve clarity and enhance compliance management without changing the technical intent of the inspection or impacting airplane airworthiness. The FAA disagrees with this request. The FAA acknowledges that some operators may prefer to address the unsafe condition with a single AD; however, other operators may prefer that the FAA issue two separate ADs. Additionally, when the manufacturer develops two separate service bulletins to address an unsafe condition on different airplane models, proceeding with two separate ADs, in general, allows the FAA to address the unsafe condition on all airplane models in a timely manner. For example, if development of one service bulletin is delayed, the rulemaking process would be delayed for all affected airplane models. Request To Remove Exceptions to Service Information Instructions American requested that the FAA remove the exceptions in paragraphs (h)(3), (5), and (6) from the proposed AD and instead adopt the instructions in the compliance tables and appendices of Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025 (the Boeing Alert Requirements Bulletin). American stated that the language in the service information sufficiently defines the corrective action by referencing figure 4, and that retaining this information helps maintain consistency and minimizes the potential for misinterpretation. The FAA notes that the exceptions in paragraph (h)(3) are necessary because the ‘‘on-condition corrective action(s)’’ in tables 1 and 2 of the Compliance and Accomplishment Instructions of the Boeing Alert Requirements Bulletin are not defined in that bulletin. Similarly, the exceptions in paragraphs (h)(5) and (6) are necessary because Appendices A and B of the Boeing Alert Requirements Bulletin do not explicitly specify to replace the FiP gasket if the fluid leak VerDate Sep<11>2014 15:58 Oct 26, 2026 Jkt 271001 PO 00000 Frm 00018 Fmt 4700 Sfmt 4700 E:\FR\FM\27OCR1.SGM 27OCR1 lotter on DSK8BHNXB4PROD with RULES1

67453 Federal Register / Vol. 91, No. 206 / Tuesday, October 27, 2026 / Rules and Regulations test fails. Therefore, the exceptions in paragraphs (h)(3), (5), and (6) are necessary to clarify what on-condition corrective actions must be taken after a fluid leak test failure. The FAA has not revised this AD in response to this comment. Request To Clarify Post-AD Requirements Southwest asked if the FAA agrees that, after completing the actions required by this AD, an alternative method of compliance (AMOC) is not required to maintain the airplane per the Boeing aircraft maintenance manual (AMM). Southwest stated a certain task in the Boeing AMM provides instructions that vary subtly from the procedures in the Boeing Alert Requirements Bulletin. The FAA agrees that an AMOC is not needed to maintain the airplane after complying with the requirements of this AD if the airplane is maintained per the Boeing AMM. The FAA notes that the unsafe condition was introduced during airplane production through the application of non-permitted sealant after the initial FiP gasket had cured. Since the FAA has not received any reports of in-service events where anomalies were introduced during maintenance based on AMM instructions, the FAA considers the relevant AMM tasks to be appropriate. Further, Boeing has updated the AMM task to include notes to prevent sealant touch-up after the initial sealant application. Boeing has also updated the AMM procedures for the fluid leak test to match the procedures in the Boeing Alert Requirements Bulletin. Those updates in the AMM instructions are expected to support operators for improved maintenance of the FiP gasket or preformed seal installed at the engine fuel shutoff valve access panel. Conclusion The FAA reviewed the relevant data, considered any comments received, and determined that air safety requires adopting this AD as proposed. Accordingly, the FAA is issuing this AD to address the unsafe condition on these products. Except for minor editorial changes, this AD is adopted as proposed in the NPRM. None of the changes will increase the economic burden on any operator. Material Incorporated by Reference Under 1 CFR Part 51 The FAA reviewed Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025. This material specifies procedures for a detailed inspection of the FiP gasket at the engine fuel shutoff valve access panel of the left and right wing for correct sealant installation, or a detailed inspection at the engine fuel shutoff valve access panel of the left and right wings for any damage on the preformed seal, depending on configuration; a fluid leak test of the engine fuel shutoff valve access panel for any leak; and applicable on-condition actions. On- condition actions include replacing the FiP gasket, repairing damage to the preformed gasket, and repeating the leak test until no leak is found. 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. Costs of Compliance The FAA estimates that this AD affects 433 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: E STIMATED C OSTS Action Labor cost Parts cost Cost per product Cost on U.S. operators Inspection for sealant application ............ 1 work-hours × $85 per hour = $85 ........ $0 $85 Up to $36,805. Inspection for damage ............................. 1 work-hour × $85 per hour = $85 .......... 0 85 Up to $36,805. Leak test .................................................. 1 work-hour × $85 per hour = $85 .......... 0 85 $36,805. The FAA estimates the following costs to do any necessary replacements that would be required based on the results of the inspection. The agency has no way of determining the number of aircraft that might need these replacements: O N -C ONDITION C OSTS Action Labor cost Parts cost Cost per product Replacement .................................... Up to 3 work-hours × $85 per hour = $255 ............... Up to $1,000 ................. Up to $1,255. The FAA has received no definitive data on which to base the cost estimates for the on-condition repairs to the preformed gasket specified in this AD. The FAA has included all known costs in its cost estimate. According to the manufacturer, however, some or all of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected operators. 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 This AD will not have federalism implications under Executive Order 13132. This AD 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 VerDate Sep<11>2014 15:58 Oct 26, 2026 Jkt 271001 PO 00000 Frm 00019 Fmt 4700 Sfmt 4700 E:\FR\FM\27OCR1.SGM 27OCR1 lotter on DSK8BHNXB4PROD with RULES1

67454 Federal Register / Vol. 91, No. 206 / Tuesday, October 27, 2026 / Rules and Regulations responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, (2) Will not affect intrastate aviation in Alaska, 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. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. The Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 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. § 39.13 [Amended] ■ 2. The FAA amends § 39.13 by adding the following new airworthiness directive: 2026–21–07 The Boeing Company: Amendment 39–23496; Docket No. FAA–2026–2716; Project Identifier AD– 2025–00990–T. (a) Effective Date This airworthiness directive (AD) is effective December 1, 2026. (b) Affected ADs None. (c) Applicability This AD applies to The Boeing Company Model 737–8, 737–9, and 737–8200 airplanes, certificated in any category, as identified in Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025. (d) Subject Air Transport Association (ATA) of America Code 57, Wings. (e) Unsafe Condition This AD was prompted by a leak through the form-in-place (FiP) gasket found during a leak check. An investigation found that the fairing requirements of the engine fuel shutoff valve access panel caused thin regions of the FiP gasket, which caused non- permitted sealant to be applied after the initial FiP gasket had cured, resulting in an uneven sealing surface on the engine fuel shutoff valve access panel and a fuel leak. The FAA is issuing this AD to address incorrect sealant installation and damage to preformed seals. The unsafe condition, if not addressed, could result in fuel leaking onto the engine nozzle and a consequent fire on the ground. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Required Actions Except as specified by paragraph (h) of this AD: At the applicable times specified in the ‘‘Compliance’’ paragraph of Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025, do all applicable actions identified in, and in accordance with, the Accomplishment Instructions of Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025. Note 1 to paragraph (g): Guidance for accomplishing the actions required by this AD can be found in Boeing Alert Service Bulletin 737–57A1358, dated November 17, 2025, which is referred to in Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025. (h) Exceptions to Requirements Bulletin Specifications (1) Where the Compliance Time columns of the tables in the ‘‘Compliance’’ paragraph of Boeing Alert Requirements Bulletin 737– 57A1358 RB, dated November 17, 2025, refer to the original issue date of Requirements Bulletin 737–57A1358 RB, this AD requires using the effective date of this AD. (2) Where Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025, specifies contacting Boeing for repair instructions: This AD requires doing the repair using a method approved in accordance with the procedures specified in paragraph (i) of this AD. (3) Where Table 1 and Table 2 in Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025, specifies ‘‘Do a fluid leak test of the engine fuel shutoff valve access panel for any leak. If any leak is found, do all applicable on-condition corrective action(s) and repeat the leak test until no leak is found’’, this AD requires replacing that text with ‘‘Do a fluid leak test of the engine fuel shutoff valve access panel for any leak. If any leak is found, replace the FiP gasket and repeat the leak test until no leak is found’’. (4) Where Table 3 and Table 4 in Boeing Alert Requirements Bulletin 737–57A1358 RB, dated November 17, 2025, specifies ‘‘Do a fluid leak test of the engine fuel shutoff valve access panel for any leak. If any leak is found, do all applicable on-condition corrective action(s) and repeat the leak test until no leak is found’’, this AD requires replacing that text with ‘‘Do a fluid leak test of the engine fuel shutoff valve access panel for any leak. If any leak is found, replace the existing sealant installation with a removable fay seal and repeat the leak test until no leak is found’’. (5) Where step 4.b. of Appendix A in Boeing Alert Requirements Bulletin 737– 57A1358 RB, dated November 17, 2025, specifies ‘‘If any water leaks from the engine fuel shutoff valve access panel in less than two minutes, the fluid leak test has failed’’, this AD requires replacing that text with ‘‘If any water leaks from the engine fuel shutoff valve access panel in less than two minutes, the fluid leak test has failed. Replace the FiP gasket in accordance with Figure 3 (Group 1) and removable fay seal in accordance with Figure 7 (Group 2), and repeat the leak test until no leak is found’’. (6) Where step 4.b. of Appendix B in Boeing Alert Requirements Bulletin 737– 57A1358 RB, dated November 17, 2025, specifies ‘‘If any water leaks from the engine fuel shutoff valve access panel in less than two minutes, the fluid leak test has failed’’, this AD requires replacing that text with ‘‘If any water leaks from the engine fuel shutoff valve access panel in less than two minutes, the fluid leak test has failed. Replace the FiP gasket in accordance with Figure 4 (Group 1) and removable fay seal in accordance with Figure 8 (Group 2), and repeat the leak test until no leak is found’’. (i) 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 Continued Operational Safety Branch, send it to the attention of the person identified in paragraph (j)(1) of this AD. Information may be emailed to: AMOC@ faa.gov. 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. (j) Additional Information (1) For more information about this AD, contact Erica Bayles, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 907–271–5844; email: erica.e.bayles@faa.gov. (2) Material identified in this AD that is not incorporated by reference is available at the address specified in paragraph (k)(3) of this AD. (k) 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 737–57A1358 RB, dated November 17, 2025. (ii) [Reserved] VerDate Sep<11>2014 15:58 Oct 26, 2026 Jkt 271001 PO 00000 Frm 00020 Fmt 4700 Sfmt 4700 E:\FR\FM\27OCR1.SGM 27OCR1 lotter on DSK8BHNXB4PROD with RULES1

67455 Federal Register / Vol. 91, No. 206 / Tuesday, October 27, 2026 / Rules and Regulations (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 fr.inspection@nara.gov. Issued on October 20, 2026. Lona C. Saccomando, Acting Deputy Director, Integrated Certificate Management Division, Aircraft Certification Service. [FR Doc. 2026–21863 Filed 10–26–26; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2026–8782; Project Identifier MCAI–2025–01560–T; Amendment 39–23504; AD 2026–22–02] RIN 2120–AA64 Airworthiness Directives; Airbus SAS Airplanes AGENCY : Federal Aviation Administration (FAA), DOT. ACTION : Final rule. SUMMARY : The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330–941 airplanes. This AD was prompted by an occurrence of a triple ‘‘PRIM FAULT’’ in the Flight Control Primary Computer (FCPC) at touchdown. This AD requires the installation of a new FCPC standard and applicable concurrent modifications. This AD also prohibits the installation of certain parts. The FAA is issuing this AD to address the unsafe condition on these products. DATES : This AD is effective December 1, 2026. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of December 1, 2026. ADDRESSES : AD Docket: You may examine the AD docket at regulations.gov under Docket No. FAA–2026–8782; 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 final rule, the mandatory continuing airworthiness information (MCAI), any comments received, and other information. The address for Docket Operations is U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590. Material Incorporated by Reference: • For European Union Aviation Safety Agency (EASA) material identified in this AD, contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221 8999 000; email ADs@easa.europa.eu. You may find this material on the EASA website at ad.easa.europa.eu. • 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–2026–8782. FOR FURTHER INFORMATION CONTACT : Frank Carreras, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206– 231–3539; email: frank.carreras@ faa.gov. SUPPLEMENTARY INFORMATION : Background The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to certain Airbus SAS Model A330–941 airplanes. The NPRM was published in the Federal Register on August 19, 2026 (91 FR 53542). The NPRM was prompted by EASA AD 2025–0208, dated September 24, 2025 (EASA AD 2025–0208) (also referred to as the MCAI), issued by EASA, which is the Technical Agent for the Member States of the European Union. The MCAI states an occurrence was reported of a triple ‘‘PRIM FAULT’’ at touchdown, leading to the loss of ground spoilers, thrust reversers, and autobrake. An investigation determined the root cause was an undue triggering of the rudder order ‘‘COM/MON’’ monitoring in the three FCPCs. This condition, if not corrected, could result in the loss of autobrake and thrust reversers, possibly resulting in reduced control of the airplane. Airbus issued instructions for the installation of a new FCPC standard. In the NPRM, the FAA proposed to require the installation of a new FCPC standard and applicable concurrent modifications as specified in EASA AD 2025–0208. The NPRM also proposed to prohibit the installation of certain parts, as specified in EASA AD 2025–0208. The FAA is issuing this AD to address the unsafe condition on these products. You may examine the MCAI in the AD docket at regulations.gov under Docket No. FAA–2026–8782. Discussion of Final Airworthiness Directive Comments The FAA received a comment from Air Line Pilots Association, International (ALPA) who supported the NPRM without change. Conclusion These products have been approved by the civil aviation authority of another country and are approved for operation in the United States. Pursuant to the FAA’s bilateral agreement with this State of Design Authority, that authority has notified the FAA of the unsafe condition described in the MCAI referenced above. The FAA reviewed the relevant data, considered any comments received, and determined that air safety requires adopting this AD as proposed. Accordingly, the FAA is issuing this AD to address the unsafe condition on these products. Except for minor editorial changes, this AD is adopted as proposed in the NPRM. None of the changes will increase the economic burden on any operator. Material Incorporated by Reference Under 1 CFR Part 51 EASA AD 2025–0208 specifies procedures for the installation of a new FCPC standard by replacing the FCPCs, replacing the FCPC on board replaceable module (OBRMs), or reprogramming the FCPC OBRMs. EASA AD 2025–0208 further specifies that applicable concurrent modifications to the FCPC must be done ( i.e., FCPC, flight management, guidance and envelope computer (FMGEC), flight warning computer (FWC), and electronic instrument system (EIS) standard upgrades). EASA AD 2025–0208 also specifies parts installation restrictions allowing installation of only a serviceable FCPC. 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. Costs of Compliance The FAA estimates that this AD affects 39 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: VerDate Sep<11>2014 15:58 Oct 26, 2026 Jkt 271001 PO 00000 Frm 00021 Fmt 4700 Sfmt 4700 E:\FR\FM\27OCR1.SGM 27OCR1 lotter on DSK8BHNXB4PROD with RULES1