[Federal Register Volume 80, Number 179 (Wednesday, September 16, 2015)]
[Rules and Regulations]
[Pages 55512-55521]
[FR Doc No: 2015-23119]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0127; Directorate Identifier 2013-NM-237-AD;
Amendment 39-18265; AD 2015-19-02]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for all The
Boeing Company Model 767 airplanes. This AD was prompted by reports of
latently failed fuel shutoff valves discovered during fuel filter
replacement. This AD requires revising the maintenance or inspection
program to include new airworthiness limitations. We are issuing this
AD to detect and correct latent failures of the fuel shutoff valve to
the engine and auxiliary power unit (APU), which

could result in the inability to shut off fuel to the engine and APU
and, in case of certain fires, an uncontrollable fire that could lead
to structural failure.

DATES: This AD is effective October 21, 2015.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0127; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this AD, the regulatory evaluation, any comments received, and
other information. The address for the Docket Office (phone: 800-647-
5527) is Docket Management Facility, U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue SE., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Rebel Nichols, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6509; fax:<PHONE_NUMBER>; email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to all The Boeing Company
Model 767 airplanes. The NPRM published in the Federal Register on
March 5, 2014 (79 FR 12420). The NPRM was prompted by reports of
latently failed fuel shutoff valves discovered during fuel filter
replacement. The NPRM proposed to require revising the maintenance or
inspection program to include new airworthiness limitations. We are
issuing this AD to detect and correct latent failures of the fuel
shutoff valve to the engine and APU, which could result in the
inability to shut off fuel to the engine and APU and, in case of
certain fires, an uncontrollable fire that could lead to structural
failure.

Record of Ex Parte Communication

    In preparation of AD actions such as NPRMs and immediately adopted
rules, it is the practice of the FAA to obtain technical information
and information on operational and economic impacts from design
approval holders and aircraft operators. We discussed certain comments
addressed in this final rule in a teleconference with Airlines for
America (A4A) and other members of the aviation industry. All of the
comments discussed during this teleconference are addressed in this
final rule in response to comments submitted by other commenters. A
discussion of this contact can be found in the rulemaking docket at
http://www.regulations.gov by searching for and locating Docket No.
FAA-2014-0127.

Clarification of Certain Terminology

    Throughout the preamble of this final rule, commenters may have
used the terms ``fuel shutoff valve'' and ``fuel spar valve''
interchangeably. Both terms refer to the same part. In our responses to
comments, we have used the term ``fuel shutoff valve.'' The term ``fuel
spar valve'' is more commonly used in airplane maintenance
documentation and, therefore, we have used that term in figure 1 and
figure 2 to paragraph (g) of this AD.

Comments

    We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (79
FR 12420, March 5, 2014) and the FAA's response to each comment.

Requests To Withdraw the NPRM (79 FR 12420, March 5, 2014)

    American Airlines (AA) stated that Boeing's internal review found
that the issue addressed by the NPRM (79 FR 12420, March 5, 2014) is
not a safety concern, and Boeing has not recommended any interim action
on this issue. In addition, AA stated that Boeing is addressing the
issue in the long term with a design change to the motor-operated valve
(MOV) actuator of the fuel shutoff valve.
    All Nippon Airways (ANA) stated it agrees with a statement in
``767-FTD-28-12003 issued by Boeing'' indicating that the combination
of the events (engine fire and spar valve failures) is extremely
improbable. ANA requested clarification of the rationale for the
proposed intervals. ANA stated that it has operated more than 100 Model
767 airplanes for approximately 30 years and has never had such failure
with the MOVs.
    We infer that AA and ANA requested that the NPRM (79 FR 12420,
March 5, 2014) be withdrawn.
    We disagree with the commenters' request to withdraw the NPRM (79
FR 12420, March 5, 2014). We have determined that an unsafe condition
exists that warrants an interim action until the manufacturer finishes
developing a modification that will address the identified unsafe
condition. Boeing did not formally comment on whether it considers this
issue to be an unsafe condition. We have determined that, without the
required interim actions, a significant number of flights with a fuel
shutoff valve actuator that is failed latently in the open valve
position will occur during the affected fleet life. With a failed fuel
shutoff valve, if certain fire conditions were to occur, or if extreme
engine or APU damage were to occur, or if an engine separation event
were to occur during flight, the crew procedures for such an event
would not stop the fuel flow to the engine strut and nacelle or APU.
The continued flow of fuel could cause an uncontrolled fire or lead to
a fuel exhaustion event.
    The FAA regulations require all transport airplanes to be fail safe
with respect to engine or APU fire events, and the risk due to severe
engine or APU damage events to be minimized. Therefore, we require, for
each flight, sufficiently operative fire safety systems so that fires
can be detected and contained, and fuel to the engine strut and nacelle
or APU can be shut off in the event of an engine or APU fire or severe
damage.
    The FAA airworthiness standards require remotely controlled
powerplant valves to provide indications that the valves are in the
commanded position. These indications allow the prompt detection and
correction of valve failures. We do not allow dispatch with a known
inoperative fuel shutoff valve. Therefore, we are proceeding with the
final rule--not because of the higher-than-typical failure rate of the
particular valve actuator involved, but instead because the fuel
shutoff valve actuator can fail in a manner that also defeats the
required valve position indication feature. That failure can lead to a
large number of flights occurring on an airplane with a fuel shutoff
valve actuator failed in the open position without the operator being
aware of the failure. Airworthiness limitations containing required
inspections are intended to limit the number of flights following
latent failure of the fuel shutoff valve. Issuance of an AD is the
appropriate method to correct the unsafe condition. We have not changed
this final rule in this regard.

Request To Revise Applicability of Certain Requirements

    Delta Airlines (DAL) and United Airlines (UAL) requested that we
revise the proposed AD (79 FR 12420, March 5, 2014) to limit the
applicability specified in figure 1, figure 2, and figure 3 to
paragraph (g) of the proposed AD

to airplanes with fuel shutoff valve actuators on which the identified
unsafe condition exists.
    DAL stated that it would be feasible to implement configuration
control to ensure that part number (P/N) MA30A1001 is removed, and does
not get installed in the engine or APU fuel shutoff valve positions in
the future. DAL stated it would replace any P/N MA30A1001 actuators
that are currently in those locations with actuators of a different
acceptable part number, which would, in turn, alleviate the unsafe
condition given in the NPRM (79 FR 12420, March 5, 2014). DAL stated
that if an operator does not have P/N MA30A1001 installed on any engine
or APU fuel shutoff valve positions, then that operator would not be
required to adhere to airworthiness limitations 28-AWL-ENG, 28-AWL-MOV,
or 28-AWL-APU.
    UAL stated that the proposed AD (79 FR 12420, March 5, 2014) does
not specify which part number of the MOV actuator is applicable to the
proposed AD. UAL stated that proposed ADs were issued for Model 737NG,
757, 767, and 777 airplanes to replace the MOV actuator with P/N
MA30A1001. UAL also stated that there are issues with the MOV actuator
part number, and presumes that the proposed AD is for MOV actuator P/N
MA30A1001.
    We agree with the commenters' request. Only two fuel shutoff valve
actuator designs are susceptible to the unsafe condition specified in
this final rule, and it would be unnecessarily burdensome to require
the inspections on airplanes that do not have any of the susceptible
valves installed. We have changed the Applicability column in figure 1,
figure 2, and figure 3 to paragraph (g) of this AD to clarify that the
limitations apply to Model 767 airplanes having fuel shutoff valve
actuator P/N MA20A2027 (S343T003-56) or P/N MA30A1001 (S343T003-66)
installed at the engine or APU fuel shutoff valve position, as
appropriate.

Request To Change the Initial Compliance Time for the Operational Check

    AA requested that the compliance time for the initial
accomplishment of the actions specified in figure 1, figure 2, and
figure 3 to paragraph (g) of the proposed AD (79 FR 12420, March 5,
2014) be extended from 7 days to 60 days. AA stated that more time is
needed for publishing the new criteria and for distribution of cards
and manuals/checklists. AA stated that the 7-day compliance time is not
justified by the failure rates for this safety concern.
    We partially agree with the commenter's request. We have changed
the initial compliance time to 10 days for accomplishing the actions
specified in figure 1, figure 2, and figure 3 to paragraph (g) of this
AD. The compliance time of 10 days is consistent with regulatory
actions for other affected models. We have determined that the initial
compliance time for the inspection represents an appropriate time in
which the required actions can be performed in a timely manner within
the affected fleet, while still maintaining an adequate level of
safety.
    In developing an appropriate compliance time, we considered the
safety implications, parts availability, and normal maintenance
schedules for timely accomplishment of the operational checks. The
operational check procedures and the access procedures are simple and
already established. The check itself involves a visual inspection of
an existing prominent design feature that is intended to indicate the
position of the fuel shutoff valve actuator and is described in
existing maintenance documentation. The manufacturer does not expect a
large number of latently failed valve actuators to be discovered.
Existing parts stores are expected to be sufficient, and parts can be
repositioned in time to support the initial inspections. However, under
the provisions of paragraph (i)(1) of this AD, we might consider
requests for adjustments to the compliance time if data are submitted
to substantiate that such an adjustment would provide an acceptable
level of safety.

Request To Change the Proposed Requirement for the MOV Actuator
Inspection

    Boeing requested that the proposed requirement to ``incorporate the
MOV actuator inspection into the Airworthiness Limitations (AWL)
Section of the Instructions for Continued Airworthiness of operator's
maintenance or inspection programs'' be replaced with an AD requirement
to perform the MOV inspection per the specific interval in paragraph
(g) of the proposed AD (79 FR 12420, March 5, 2014). Boeing stated that
the MOV inspection in paragraph (g) of the proposed AD is an interim
mitigation until a redesigned MOV can be installed in the spar valve
locations. Boeing stated that including the interval requirement as the
required AD action would allow installation of the redesigned MOV to be
approved as an alternative method of compliance (AMOC) to the AD, and
as a terminating action for the repetitive inspections, while avoiding
the need for regulatory approval to remove the AWL from each operator's
maintenance or inspection program. In addition, Boeing stated the AWLs
are permanent actions that affect operators' planning and scheduling,
and that incorporating a temporary AWL into the operators' maintenance
documents or a Boeing maintenance planning data (MPD) document will
cause confusion among operators.
    We disagree with the commenter's request. During the development of
the NPRM (79 FR 12420, March 5, 2014), we discussed the impact of an
AWL revision versus a repetitive inspection requirement with Boeing,
who, in turn, discussed it with a sample of operators. At that time,
both Boeing and the operators indicated that the addition of an AWL was
the preferred solution because it would reduce the record keeping
required to document AD compliance. Affected operators who wish to use
a repetitive inspection requirement in place of an AWL revision may
apply for approval of an AMOC in accordance with the provisions
specified in paragraph (i)(1) of this AD by submitting data
substantiating that the request would provide an acceptable level of
safety. We have not changed this AD in this regard.

Request To Extend the Daily Inspection Requirement

    UAL asked whether there are any provisions established by the FAA
to extend the daily inspection requirement if the reliability data are
captured. UAL stated that there is no valid justification for this
short time limit that creates a burden on airline operations.
    We disagree with the commenter's request. Our unsafe condition
determination is primarily driven by the potential for a common-cause
failure of the valve and its position indication--and not by a lack of
reliability. We are aware that this failure has happened in service,
and we expect that tens of thousands of flights will occur with this
valve failed in the open position without indicating the failure unless
frequent inspections are made. Fortunately, the effort required to
check the valve operation is small for most airplanes. For Model 767-
200 and -300 series airplanes, we expect that most airlines will have
the flightcrew monitor a light near the switch they are using to shut
down the engine. The total time needed should be less than a few
seconds. In addition, new fuel shutoff valve actuators are being
developed that will allow removal of this requirement once they are
installed. Therefore, we have no plans to extend the interval

based on updated reliability data. We have not changed this AD in this
regard.

Request for Inspection Relief

    UAL noted there is no provision in the proposed AD (79 FR 12420,
March 5, 2014) to allow a waiver of the daily inspection requirements
if an airplane is out of service for any reason or in a remote station
where the daily inspection cannot be accomplished. Air Do asked if the
daily check must be done once a day even if the airplane does not have
a flight plan. We infer the commenters are requesting that we revise
the proposed AD to allow exceptions to the daily check specified in
figure 1 to paragraph (g) of the proposed AD.
    AA requested that the proposed AD (79 FR 12420, March 5, 2014) be
clarified to specify that daily checks only apply when the airplane is
in operational revenue service. AA also stated to restart the interval
of 10 days or 100 flight hours/50 cycles, whichever occurs later, once
an APU is returned to service from the minimum equipment list.
    We partially agree with the commenters' requests. We agree to limit
inspections to days when the airplane is in revenue service or when the
APU is in operational status because it would be unnecessarily
burdensome to require the inspections on airplanes that are not in
operation. In figure 1, figure 2, and figure 3 to paragraph (g) of this
AD, we have added a note in the Interval column to clarify that the
operational check is not required on days when the airplane is not used
in revenue service. For figure 1 to paragraph (g) of this AD, we also
specify that the check of the engine fuel shutoff valve must be done
before further flight once the airplane is returned to revenue service.
In figure 2 and figure 3 to paragraph (g) of this AD, we have specified
that the check or inspection must be done before further flight if it
has been 10 or more calendar days since last check or inspection.
    We disagree with restarting the 10-day cycle once an APU is
returned to service because the APU fuel shutoff valve check should not
be extended because the APU was out of service for a time. For the APU,
it is likely that this test will be done as a matter of course whenever
it is returned to service.

Request To Extend the Repetitive Interval

    AA, ANA, DAL, and Japan Airlines (JAL) requested that the
repetitive interval be extended for the actions specified in figure 1,
figure 2, and figure 3 to paragraph (g) of the proposed AD (79 FR
12420, March 5, 2014).
    AA requested that the repetitive inspection interval be extended to
``10 days or 100 flight hours/50 flight cycles, whichever occurs
later.'' AA requested that we revise the proposed AD (79 FR 12420,
March 5, 2014) to add the choice of monitoring the disagreement light
to check the indication and physically check the closure of the valve
at ``100 flight hours/50 cycles whichever occurs later'' as an
alternative maintenance task. AA stated that operators of Model 767-400
series airplanes identified in the NPRM are allowed 10 days to inspect
the spar valve actuator arm when it is fully closed and commanded
closed. AA stated that the 10 days equates closely to ``100 flight
hours/50 cycles.'' AA also stated that Model 767-200, -300, and -400
series airplanes have the same actuator valve and indication, except
that Model 767-400 series airplanes do not have a disagreement light.
    ANA stated it has reviewed the NPRM (79 FR 12420, March 5, 2014),
and is disappointed with the intervals of the operational checks
because the intervals are daily for engine fuel spar valves on Boeing
Model 767-200, -300, and -300F series airplanes, and 10 days for APU
fuel valves; the proposed intervals will definitely affect its
operations. ANA stated that it does not have Model 767-400 airplanes,
but that the operational effect is the same. ANA suggested a compliance
time of ``6,000 flight hours or 22 months whichever comes first'' for
both engine spar valves and APU fuel valves.
    DAL stated that Model 767-300 and -400 series airplanes contain
similar systems with respect to engine fuel shutoff. DAL stated that
Model 767-300 and -400 series airplanes are also equipped with the same
part number for the MOV actuator. DAL stated that, therefore, the
failure modes between the two airplane models should be identical. DAL
stated that since the FAA considers a 10-day interval sufficient for
Model 767-400 series airplanes, and also for the APU fuel shutoff
actuator for all Model 767 airplanes, it proposes to change the
interval in figure 1 to paragraph (g) of this proposed AD to 10 days.
    We disagree with the commenters' requests. Increasing the check
interval from daily to every 10 days for the AWL task specified in
figure 1 to paragraph (g) of this AD would result in 10 times as many
flights at risk of an uncontrollable engine fire; the daily check has
been deemed practical because in practice it will mean the flightcrew
will need to watch a light just above the FUEL CONTROL switch as they
start or shut down the engine. As AA stated, Model 767-400ER series
airplanes do not have the disagreement light, so the inspection is more
complex. As a result, regardless of how desirable a daily inspection
would be, we determined it is not practical to require that inspection
on a daily basis on Model 767-400ER series airplanes. We have not
changed this AD in this regard.
    As we discussed previously, the reason for this final rule is not
simply a high valve failure rate in the open position, but rather a
design error that allows a single failure within a fuel shutoff valve
actuator to affect both the control of the valve and the indication of
the valve's position. Currently these failures are only discovered
during fuel filter changes, which occur every 6,000 flight hours. ANA's
proposal is to check the system every 6,000 flight hours. A dedicated
inspection every 6,000 flight hours would have little impact on the
number of flights at risk. Indication and control of the fuel shutoff
valve are not independent because of the design error in the affected
valve actuators. For a failed fuel shutoff valve, the valve indication
system erroneously reports that the valve is opening and closing. If no
action is taken, we anticipate a significant number of flights to occur
with a failed open fuel shutoff valve. Without this AD, our risk
assessment and the manufacturer's risk assessment predict that tens of
thousands of such flights would occur in the fleet of Model 767
airplanes.
    In addition to this fuel shutoff valve design error, the affected
valves have a higher-than-typical rate of failure in several failure
modes. We have received several reports of valves failed open
(discovered only when fuel filters were changed), valves failed closed
(preventing engine start), and valves that spontaneously closed in
flight (causing an engine shutdown). Boeing's long-term solution, a
fuel shutoff valve actuator design change, is intended to address these
issues in addition to restoring the independence of the actuator
control and indication features. The APU, on the other hand, presents a
much lower risk and is needed in flight on a small number of flights.
In addition, normal APU starting procedures include this check on every
start, so it is likely that this check is already being done on a more
frequent basis. We have not changed this AD in this regard.

Request To Justify the Proposed Inspection Interval

    ANA requested that rationale be provided to justify the proposed
inspection interval, including the interval differences between the
engine

and the APU, and the interval between Model 767 and Model 777
airplanes.
    We agree to provide the requested rationale. While the potential
for the problem is the same for Model 767 and Model 777 airplanes, the
ability to check the system functionality is different. Both types of
airplanes warrant a daily check, but we also consider the practicality
of an inspection. On Model 767-200, -300, and -300F series airplanes,
the flightcrew will need to watch the disagreement light located just
above the FUEL CONTROL switch as they start or shut down the engine.
Model 777 airplanes, like Model 767-400ER series airplanes, do not have
a disagreement light so the inspection is more time consuming. As a
result, regardless of how desirable a daily inspection would be for
Model 777 airplanes, we determined it is not practical to require that
inspection on a daily basis.
    In regard to the APU, it is not run on every flight, so a properly
functioning fuel shutoff valve is not needed for every flight. We
decided to require the check every 10 days rather than try to monitor
APU usage. Also, it should be noted that this check is part of a normal
APU start, so it will likely be done on every start; this AD requires
that it be done at least every 10 days. We have not changed this AD in
this regard.

Request To Provide Instructions for Compliance With the Extended
Operations (ETOPS) Requirement

    UAL requested instructions for compliance with the ETOPS
requirement that would meet the operational check requirements. UAL
requested that we revise the NPRM (79 FR 12420, March 5, 2014) to
clarify whether standardized procedures will be established for
inspectors to make approvals for all affected operators. UAL stated
that since the affected airplanes have ETOPS approval, the NPRM should
provide instructions for compliance with the ETOPS requirements. UAL
asked that the FAA provide guidance to the principal operations
inspector (POI) on required procedures that would meet the operational
check requirements.
    We agree that clarification is needed. We infer the commenter means
that checks of the left and right engine fuel shutoff valves are done
by different individuals due to ETOPS maintenance requirements. Since
none of the required inspections include actions that could contribute
to an engine shutdown, there is no common-cause engine shutdown
potential and, therefore, no need for different individuals to perform
the inspections on the left and right fuel shutoff valve actuators to
meet ETOPS maintenance requirements. No additional guidance to the POIs
is necessary.

Request To Expand Inspection To Confirm Functionality

    DAL requested we expand the inspection at the spar for confirmation
of functionality on Model 767-300 series airplanes using the same
method of inspection and the same auxiliary power unit position as
those for the Boeing Model 767-400 series airplanes. DAL stated that a
check of the actual valve position every 10 days would be a more
effective inspection. DAL stated that ``FTD Article 767-FTD-28-12003''
(Boeing Fleet Team Digest) states that, ``The indication showed the
valve had closed when it had failed in the open position.'' DAL stated
that the flight deck indication may not accurately reflect
functionality.
    We partially agree with the commenter's request. We agree to add an
inspection option for Model 767-300 airplanes that is similar to the
inspection for Model 767-400ER series airplanes. Therefore, for Model
767-200, -300, and -300F series airplanes, we have added item D. to
figure 1 to paragraph (g) of this AD to specify a fourth option to
perform a daily inspection to verify the fuel shutoff valve is closing.
However, we disagree with extending the inspection interval to 10 days.
As stated previously, increasing the inspection interval from every day
to every 10 days for the AWL task specified in figure 1 to paragraph
(g) of this AD would result in 10 times as many flights at risk of an
uncontrollable engine fire.

Request To Add a Requirement To Provide Electrical Power Before the
Operational Check

    UAL requested that we revise the proposed AD (79 FR 12420, March 5,
2014) to add a requirement to provide electrical power before
performing the operational check required by figure 3 to paragraph (g)
of the proposed AD. UAL stated that electrical power is required to
perform the check, and other maintenance may be done that could
deactivate required circuits.
    We agree with the commenter's request because electrical power is
required. In figure 1 and figure 3 to paragraph (g) of this AD, we have
added a requirement to supply electrical power to the airplane using
standard practices when performing the operational check.

Request To Clarify the Operational Check Requirements

    Air Do stated that, if the flightcrew performed the operational
check, the maintenance record is usually not created. The commenter
questioned whether this is acceptable, or whether the flightcrew should
record it in the flight log.
    UAL requested clarification on whether the flightcrew will not have
to record compliance for one of the checks and that documentation for
each inspection on every airplane need not be made if relying on
flightcrew compliance with the proposed AD.
    JAL requested that the FAA coordinate with Boeing to include an
appropriate check procedure in the Normal Procedure (NP) section of the
flightcrew operating manual (FCOM).
    We find that clarification is necessary. This AD requires including
the information specified in figure 1, figure 2, and figure 3 of
paragraph (g) of the AD in the maintenance or inspection program;
however, the actions specified in the figures in this AD are
accomplished, and remain enforceable, as part of the Airworthiness
Limitations of the Instructions for Continued Airworthiness. Section
43.11(a) of the Federal Aviation Regulations (14 CFR 43.11(a)) requires
maintenance record entries for maintenance actions such as this
inspection. If an operator elects to have a flightcrew member do an
inspection in accordance with the applicable airworthiness limitation,
that same action would be considered an operational task--not
maintenance--and therefore 14 CFR 43.11(a) would not apply. Regarding
JAL's comment, an FCOM is a Boeing document that we neither approve nor
control. We have not changed this AD with regard to these issues.

Request To Clarify the Requirements for Certain Disagreement Lights

    UAL requested that we clarify the requirements in figure 1 to
paragraph (g) of the proposed AD (79 FR 12420, March 5, 2014). UAL
stated that items C.6.a. and C.7.a. of figure 1 to paragraph (g) of the
proposed AD instruct to move the L and R FUEL CONTROL switches,
respectively, to the RUN position, but do not instruct to monitor the
left and right SPAR VALVE disagreement lights, unlike item C.6.c. and
item C.7.c. UAL stated that it presumes it is not required to verify
the left and right SPAR VALVE disagreement lights when the L and R FUEL
CONTROL switches are moved to the RUN position.
    We agree to provide clarification. It is not required to verify the
left and right

SPAR VALVE disagreement lights when the L and R FUEL CONTROL switches
are moved to the RUN position during that portion of the operational
check. We have not changed this AD in this regard.

Request for Clarification on Applying a Minimum Equipment List (MEL)
Maintenance Action

    First Air requested clarification of the proposed corrective action
for an inoperative indication--specifically, whether operators could
still apply an MEL maintenance action and meet the intent of the NPRM
(79 FR 12420, March 5, 2014). First Air stated that the operational
checks in figure 1 to paragraph (g) of the proposed AD for engine spar
valves are predicated on the SPAR VALVE light being operative. First
Air stated that MEL 28-40-02 provides relief should the indication be
inoperative.
    We agree that clarification is needed. We disagree with providing
MEL relief for an inoperative fuel shutoff valve indication because MEL
relief could potentially allow the valve to be inoperative for up to 10
days of revenue operation. However, we do agree to provide flexibility
regarding verification that the fuel shutoff valve actuator is
operational. We have added item D. to figure 1 to paragraph (g) of this
AD to specify a fourth option to perform a daily inspection to verify
the fuel shutoff valve is closing, which can be used when the fuel
shutoff valve indication does not function properly.

Request for Clarification Regarding the FUEL CONTROL Switch

    UAL requested that a statement be included in the proposed AD (79
FR 12420, March 5, 2014) to clarify that it is not required to cycle
the L and R FUEL CONTROL switches, as specified in Boeing Airplane
Maintenance Manual (AMM) 28-22-00, for the ALI task specified in figure
2 to paragraph (g) of the proposed AD.
    We agree with the commenter's request. We have added a note in
figure 2 to paragraph (g) of this AD stating that it is not necessary
to cycle the FUEL CONTROL switch to do the inspection.

Request To Correct a Typographical Error

    UAL requested that a typographical error be corrected in the NPRM
(79 FR 12420, March 5, 2014). UAL stated that figure 1 to paragraph (g)
of the NPRM states, ``Item C.4 instructs to make sure Land R ENG START
selector switches on the overhead panel are in the OFF position.'' UAL
stated that this is a typographical error and the selector switches
should be L and R ENG START selector switches.
    We agree and have corrected the typographical error in figure 1 to
paragraph (g) of this AD accordingly. Paragraph C.4. of figure 1 to
paragraph (g) of this AD, as it appeared in the NPRM (79 FR 12420,
March 5, 2014), has been re-designated as paragraph C.5. of figure 1 to
paragraph (g) of this AD.

Additional Changes Made to This AD

    In the Description column of figure 2 to paragraph (g) of this AD,
we have removed the phrase ``refer to Boeing AMM 28-22-00'' with regard
to performing an inspection of the fuel spar valve MOV actuator
position.
    In paragraph C.7.a. in the Description column of figure 1 to
paragraph (g) of this AD, and in paragraph A.5. in the Description
column of figure 3 to paragraph (g) of this AD, we have added wording
specifying to wait ``approximately'' 10 seconds once the FUEL CONTROL
switch is in the RUN position or the APU selector switch on the
overhead panel is in the ON position.

Conclusion

    We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the
NPRM (79 FR 12420, March 5, 2014) for correcting the unsafe condition;
and
     Do not add any additional burden upon the public than was
already proposed in the NPRM (79 FR 12420, March 5, 2014).
    We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.

Interim Action

    We consider this AD interim action. The manufacturer is currently
developing a modification that will address the unsafe condition
identified in this AD. Once this modification is developed, approved,
and available, we may consider additional rulemaking.

Costs of Compliance

    We estimate that this AD affects 450 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                Cost per       Cost on U.S.
               Action                        Labor cost           Parts cost        product         operators
----------------------------------------------------------------------------------------------------------------
Incorporating Airworthiness           1 work-hour x $85 per                $0              $85          $38,250
 Limitation.                           hour = $85.
----------------------------------------------------------------------------------------------------------------

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

    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 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) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and

    (4) 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.

Adoption of 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

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 adding the following new airworthiness
directive (AD):

2015-19-02 The Boeing Company: Amendment 39-18265; Docket No. FAA-
2014-0127; Directorate Identifier 2013-NM-237-AD.

(a) Effective Date

    This AD is effective October 21, 2015.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all The Boeing Company Model 767-200, -300, -
300F, and -400ER series airplanes, certificated in any category.

(d) Subject

    Joint Aircraft System Component (JASC) Code 28, Fuel.

(e) Unsafe Condition

    This AD was prompted by reports of latently failed fuel shutoff
valves discovered during fuel filter replacement. We are issuing
this AD to detect and correct latent failures of the fuel shutoff
valve to the engine and auxiliary power unit (APU), which could
result in the inability to shut off fuel to the engine and APU and,
in case of certain fires, an uncontrollable fire that could lead to
structural failure.

(f) Compliance

    Comply with this AD within the compliance times specified,
unless already done.

(g) Revision of Maintenance or Inspection Program

    Within 30 days after the effective date of this AD, revise the
maintenance or inspection program, as applicable, to add
airworthiness limitation numbers 28-AWL-ENG, 28-AWL-MOV, and 28-AWL-
APU, by incorporating the information specified in Figure 1, Figure
2, and Figure 3 to paragraph (g) of this AD into the Airworthiness
Limitations Section of the Instructions for Continued Airworthiness.
The initial compliance time for accomplishing the actions specified
in Figure 1, Figure 2, and Figure 3 to paragraph (g) of this AD is
within 10 days after accomplishing the maintenance or inspection
program revision required by this paragraph.

      Figure 1 to Paragraph (g) of This AD--Engine Fuel Shutoff Valve (Fuel Spar Valve) Position Indication
                                                Operational Check
----------------------------------------------------------------------------------------------------------------
           AWL No.                 Task            Interval           Applicability            Description
----------------------------------------------------------------------------------------------------------------
28-AWL-ENG..................  ALI            DAILY...............  767-200, -300, and - Engine Fuel Shutoff
                                             INTERVAL NOTE: The     300F airplanes.      Valve (Fuel Spar Valve)
                                              operational check    APPLICABILITY NOTE:   Position Indication
                                              is not required on    Applies to           Operational Check.
                                              days when the         airplanes with an   Concern: The fuel spar
                                              airplane is not       actuator installed   valve actuator design
                                              used in revenue       at the engine fuel   can result in airplanes
                                              service..             spar valve           operating with a failed
                                             The check must be      position having      fuel spar valve
                                              done before further   part number (P/N)    actuator that is not
                                              flight once the       MA20A2027            reported. A latently
                                              airplane is           (S343T003-56) or P/  failed fuel spar valve
                                              returned to revenue   N MA30A1001          actuator could prevent
                                              service.              (S343T003-66)..      fuel shutoff to an
                                                                                engine. In the event of
                                                                                certain engine fires,
                                                                                the potential exists
                                                                                for an engine fire to
                                                                                be uncontrollable.
                                                                                Perform one of the
                                                                                following checks/
                                                                                inspection of the fuel
                                                                                spar valve position
                                                                                (unless checked by the
                                                                                flightcrew in a manner
                                                                                approved by the
                                                                                principal operations
                                                                                inspector):
                                                                                A. Operational Check
                                                                                during engine shutdown.
                                                                                1. Do an operational
                                                                                check of the left
                                                                                engine fuel spar valve
                                                                                actuator.
                                                                                a. As the L FUEL CONTROL
                                                                                switch on the quadrant
                                                                                control stand is moved
                                                                                to the CUTOFF position,
                                                                                verify the left SPAR
                                                                                VALVE disagreement
                                                                                light on the quadrant
                                                                                control stand
                                                                                illuminates and then
                                                                                goes off.
                                                                                b. If the test fails
                                                                                (light fails to
                                                                                illuminate), before
                                                                                further flight, repair
                                                                                faults as required
                                                                                (refer to Boeing
                                                                                airplane maintenance
                                                                                manual (AMM) 28-22-11).
                                                                                2. Do an operational
                                                                                check of the right
                                                                                engine fuel spar valve
                                                                                actuator.
                                                                                a. As the R FUEL CONTROL
                                                                                switch on the quadrant
                                                                                control stand is moved
                                                                                to the CUTOFF position,
                                                                                verify the right SPAR
                                                                                VALVE disagreement
                                                                                light on the quadrant
                                                                                control stand
                                                                                illuminates and then
                                                                                goes off.
                                                                                b. If the test fails
                                                                                (light fails to
                                                                                illuminate), before
                                                                                further flight, repair
                                                                                faults as required
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
                                                                                B. Operational check
                                                                                during engine start.
                                                                                1. Do an operational
                                                                                check of the left
                                                                                engine fuel spar valve
                                                                                actuator.

                                                                                a. As the L FUEL CONTROL
                                                                                switch on the quadrant
                                                                                control stand is moved
                                                                                to the RUN (or RICH)
                                                                                position, verify the
                                                                                left SPAR VALVE
                                                                                disagreement light on
                                                                                the quadrant control
                                                                                stand illuminates and
                                                                                then goes off.
                                                                                b. If the test fails
                                                                                (light fails to
                                                                                illuminate), before
                                                                                further flight, repair
                                                                                faults as required
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
                                                                                2. Do an operational
                                                                                check of the right
                                                                                engine fuel spar valve
                                                                                actuator.
                                                                                a. As the R FUEL CONTROL
                                                                                switch on the quadrant
                                                                                control stand is moved
                                                                                to the RUN (or RICH)
                                                                                position, verify the
                                                                                right SPAR VALVE
                                                                                disagreement light on
                                                                                the quadrant control
                                                                                stand illuminates and
                                                                                then goes off.
                                                                                b. If the test fails
                                                                                (light fails to
                                                                                illuminate), before
                                                                                further flight, repair
                                                                                faults as required
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
                                                                                C. Operational check
                                                                                without engine
                                                                                operation.
                                                                                1. Supply electrical
                                                                                power to the airplane
                                                                                using standard
                                                                                practices.
                                                                                2. Make sure all fuel
                                                                                pump switches on the
                                                                                Overhead Panel are in
                                                                                the OFF position.
                                                                                3. If the auxiliary
                                                                                power unit (APU) is
                                                                                running, open and
                                                                                collar the L FWD FUEL
                                                                                BOOST PUMP (C00372)
                                                                                circuit breaker on the
                                                                                Main Power Distribution
                                                                                Panel.
                                                                                4. Make sure LEFT and
                                                                                RIGHT ENG FIRE switches
                                                                                on the Aft Aisle Stand
                                                                                are in the NORMAL (IN)
                                                                                position.
                                                                                5. Make sure L and R ENG
                                                                                START Selector Switches
                                                                                on the Overhead Panel,
                                                                                are in the OFF
                                                                                position.
                                                                                6. Do an operational
                                                                                check of the left
                                                                                engine fuel spar valve
                                                                                actuator.
                                                                                a. Move L FUEL CONTROL
                                                                                switch on the quadrant
                                                                                control stand to the
                                                                                RUN position and wait
                                                                                approximately 10
                                                                                seconds.
                                                                                NOTE: It is normal under
                                                                                this test condition for
                                                                                the ENG VALVE
                                                                                disagreement light on
                                                                                the quadrant control
                                                                                stand to stay
                                                                                illuminated.
                                                                                b. Move L FUEL CONTROL
                                                                                switch on the quadrant
                                                                                control stand to the
                                                                                CUTOFF position.
                                                                                c. Verify the left SPAR
                                                                                VALVE disagreement
                                                                                light on the quadrant
                                                                                control stand
                                                                                illuminates and then
                                                                                goes off.
                                                                                d. If the test fails
                                                                                (light fails to
                                                                                illuminate), before
                                                                                further flight, repair
                                                                                faults as required
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
                                                                                7. Do an operational
                                                                                check of the right
                                                                                engine fuel spar valve
                                                                                actuator.
                                                                                a. Move R FUEL CONTROL
                                                                                switch on the quadrant
                                                                                control stand to the
                                                                                RUN position and wait
                                                                                approximately 10
                                                                                seconds once the FUEL
                                                                                CONTROL switch is in
                                                                                the RUN position or the
                                                                                APU selector switch on
                                                                                the overhead panel is
                                                                                in the ON position.
                                                                                NOTE: It is normal under
                                                                                this test condition for
                                                                                the ENG VALVE
                                                                                disagreement light on
                                                                                the quadrant control
                                                                                stand to stay
                                                                                illuminated.
                                                                                b. Move R FUEL CONTROL
                                                                                switch on the quadrant
                                                                                control stand to the
                                                                                CUTOFF position.
                                                                                c. Verify the right SPAR
                                                                                VALVE disagreement
                                                                                light on the quadrant
                                                                                control stand
                                                                                illuminates and then
                                                                                goes off.
                                                                                d. If the test fails
                                                                                (light fails to
                                                                                illuminate), before
                                                                                further flight, repair
                                                                                faults as required
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
                                                                                8. If the L FWD FUEL
                                                                                BOOST PUMP circuit
                                                                                breaker was collared in
                                                                                step 3, remove collar
                                                                                and close.
                                                                                D. Perform an inspection
                                                                                of the fuel spar valve
                                                                                actuator position.

                                                                                NOTE: This inspection
                                                                                may be most useful
                                                                                whenever the SPAR VALVE
                                                                                light does not function
                                                                                properly.
                                                                                1. Make sure the L FUEL
                                                                                CONTROL switch on the
                                                                                quadrant control stand
                                                                                is in the CUTOFF
                                                                                position.
                                                                                NOTE: It is not
                                                                                necessary to cycle the
                                                                                FUEL CONTROL switch to
                                                                                do this inspection.
                                                                                2. Inspect the left
                                                                                engine fuel spar valve
                                                                                actuator located in the
                                                                                left rear spar.
                                                                                NOTE: The Fuel Spar
                                                                                Valve actuators are
                                                                                located behind main
                                                                                gear doors on the rear
                                                                                spar.
                                                                                a. Verify the manual
                                                                                override handle on the
                                                                                engine fuel spar valve
                                                                                actuator is in the
                                                                                CLOSED position.
                                                                                b. Repair or replace any
                                                                                fuel spar valve
                                                                                actuator that is not in
                                                                                the CLOSED position
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
                                                                                3. Make sure the R FUEL
                                                                                CONTROL switch on the
                                                                                quadrant control stand
                                                                                is in the CUTOFF
                                                                                position.
                                                                                NOTE: It is not
                                                                                necessary to cycle the
                                                                                FUEL CONTROL switch to
                                                                                do this inspection.
                                                                                4. Inspect the right
                                                                                engine fuel spar valve
                                                                                actuator located in the
                                                                                right rear spar.
                                                                                NOTE: The Fuel Spar
                                                                                Valve actuators are
                                                                                located behind main
                                                                                gear doors on the rear
                                                                                spar.
                                                                                a. Verify the manual
                                                                                override handle on the
                                                                                engine fuel spar valve
                                                                                actuator is in the
                                                                                CLOSED position.
                                                                                b. Repair or replace any
                                                                                fuel spar valve
                                                                                actuator that is not in
                                                                                the CLOSED position
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
----------------------------------------------------------------------------------------------------------------

      Figure 2 to Paragraph (g) of This AD--Engine Fuel Shutoff Valve (Fuel Spar Valve) Actuator Inspection
----------------------------------------------------------------------------------------------------------------
           AWL No.                 Task            Interval           Applicability            Description
----------------------------------------------------------------------------------------------------------------
28-AWL-MOV..................  ALI            10 DAYS.............  767-400ER series     Engine Fuel Shutoff
                                             INTERVAL NOTE: The     airplanes.           Valve (Fuel Spar Valve)
                                              inspection is not    APPLICABILITY NOTE:   Actuator Inspection
                                              required on days      Applies to          Concern: The fuel spar
                                              when the airplane     airplanes with an    valve actuator design
                                              is not used in        actuator installed   can result in airplanes
                                              revenue service.      at the engine fuel   operating with a failed
                                              The inspection must   spar valve           fuel spar valve
                                              be done before        position having      actuator that is not
                                              further flight if     part number (P/N)    reported. A latently
                                              it has been 10 or     MA20A2027            failed fuel spar valve
                                              more calendar days    (S343T003-56) or P/  actuator would prevent
                                              since last            N MA30A1001          fuel shutoff to an
                                              inspection..          (S343T003-66)..      engine. In the event of
                                                                                certain engine fires,
                                                                                the potential exists
                                                                                for an engine fire to
                                                                                be uncontrollable.
                                                                                Perform an inspection of
                                                                                the fuel spar valve
                                                                                actuator position.
                                                                                NOTE: The fuel spar
                                                                                valve actuators are
                                                                                located behind main
                                                                                gear doors on the rear
                                                                                spar.
                                                                                1. Make sure the L FUEL
                                                                                CONTROL switch on the
                                                                                quadrant control stand
                                                                                is in the CUTOFF
                                                                                position.
                                                                                NOTE: It is not
                                                                                necessary to cycle the
                                                                                FUEL CONTROL switch to
                                                                                do this inspection.
                                                                                2. Inspect the left
                                                                                engine fuel spar valve
                                                                                actuator located in the
                                                                                left rear spar.
                                                                                a. Verify the manual
                                                                                override handle on the
                                                                                engine fuel spar valve
                                                                                actuator is in the
                                                                                CLOSED position.
                                                                                b. Repair or replace any
                                                                                fuel spar valve
                                                                                actuator that is not in
                                                                                the CLOSED position
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
                                                                                3. Make sure the R FUEL
                                                                                CONTROL switch on the
                                                                                quadrant control stand
                                                                                is in the CUTOFF
                                                                                position.
                                                                                NOTE: It is not
                                                                                necessary to cycle the
                                                                                FUEL CONTROL switch to
                                                                                do this inspection.
                                                                                4. Inspect the right
                                                                                engine fuel spar valve
                                                                                actuator located in the
                                                                                right rear spar.
                                                                                a. Verify the manual
                                                                                override handle on the
                                                                                engine fuel spar valve
                                                                                actuator is in the
                                                                                CLOSED position.
                                                                                b. Repair or replace any
                                                                                fuel spar valve
                                                                                actuator that is not in
                                                                                the CLOSED position
                                                                                (refer to Boeing AMM 28-
                                                                                22-11).
----------------------------------------------------------------------------------------------------------------

     Figure 3 to Paragraph (g) of This AD--Auxiliary Power Unit (APU) Fuel Shutoff Valve Position Indication
                                                Operational Check
----------------------------------------------------------------------------------------------------------------
           AWL No.                 Task            Interval           Applicability            Description
----------------------------------------------------------------------------------------------------------------
28-AWL-APU..................  ALI            10 DAYS.............  ALL................  APU Fuel Shutoff Valve
                                             INTERVAL NOTE: The    APPLICABILITY NOTE:   Position Indication
                                              operational check     Applies to           Operational Check
                                              is not required on    airplanes with an   Concern: The APU fuel
                                              days when the         actuator installed   shutoff valve actuator
                                              airplane is not       at the APU fuel      design can result in
                                              used in revenue       shutoff valve        airplanes operating
                                              service. The          position having      with a failed APU fuel
                                              operational check     part number (P/N)    shutoff valve actuator
                                              must be done before   MA20A2027            that is not reported. A
                                              further flight with   (S343T003-56) or     latently failed APU
                                              an operational APU    MA30A1001            fuel shutoff valve
                                              if it has been 10     (S343T003-66)..      actuator could prevent
                                              or more calendar                           fuel shutoff to the
                                              days since last                            APU. In the event of
                                              check..                                    certain APU fires, the
                                                                                potential exists for an
                                                                                APU fire to be
                                                                                uncontrollable.
                                                                                Perform the operational
                                                                                check of the APU fuel
                                                                                shutoff valve position
                                                                                indication (unless
                                                                                checked by the
                                                                                flightcrew in a manner
                                                                                approved by the
                                                                                principal operations
                                                                                inspector).
                                                                                A. Do an operational
                                                                                check of the APU fuel
                                                                                shutoff valve position
                                                                                indication.
                                                                                1. If the APU is
                                                                                running, unload and
                                                                                shut down the APU using
                                                                                standard practices.
                                                                                2. Supply electrical
                                                                                power to the airplane
                                                                                using standard
                                                                                practices.
                                                                                3. Make sure the APU
                                                                                FIRE switch on the Aft
                                                                                Aisle Stand is in the
                                                                                NORMAL (IN) position.
                                                                                4. Make sure there is at
                                                                                least 1,000 lbs (500
                                                                                kgs) of fuel in the
                                                                                Left Main Tank.
                                                                                5. Move APU Selector
                                                                                switch on the Overhead
                                                                                Panel to the ON
                                                                                position and wait
                                                                                approximately 10
                                                                                seconds once the FUEL
                                                                                CONTROL switch is in
                                                                                the RUN position or the
                                                                                APU selector switch on
                                                                                the overhead panel is
                                                                                in the ON position.
                                                                                6. Move the APU Selector
                                                                                switch on the Overhead
                                                                                Panel to the OFF
                                                                                position.
                                                                                7. Verify the APU FAULT
                                                                                light on the Overhead
                                                                                Panel illuminates and
                                                                                then goes off.
                                                                                8. If the test fails
                                                                                (light fails to
                                                                                illuminate), before
                                                                                further flight
                                                                                requiring APU
                                                                                availability, repair
                                                                                faults as required
                                                                                (refer to Boeing AMM 28-
                                                                                25-02).
                                                                                NOTE: Dispatch may be
                                                                                permitted per MMEL 28-
                                                                                25-02 if APU is not
                                                                                required for flight.
----------------------------------------------------------------------------------------------------------------

(h) No Alternative Actions or Intervals

    After accomplishment of the maintenance or inspection program
revision required by paragraph (g) of this AD, no alternative
actions (e.g., inspections) or intervals may be used unless the
actions or intervals are approved as an alternative method of
compliance (AMOC) in accordance with the procedures specified in
paragraph (i)(1) of this AD.

(i) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle Aircraft Certification Office (ACO)
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 local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in paragraph (j) of this AD.
Information may be emailed to<EMAIL_ADDRESS>    (2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.

(j) Related Information

    For more information about this AD, contact Rebel Nichols,
Aerospace Engineer, Propulsion Branch, ANM-140S, FAA, Seattle
Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA
98057-3356; phone:<PHONE_NUMBER>; fax:<PHONE_NUMBER>; email:
<EMAIL_ADDRESS>
(k) Material Incorporated by Reference

    None.

    Issued in Renton, Washington, on September 7, 2015.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-23119 Filed 9-15-15; 8:45 am]
 BILLING CODE 4910-13-P


[Federal Register: August 10, 2007 (Volume 72, Number 154)]
[Notices]
[Page 45046-45048]
[DOCID:fr10au07-83]

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

ENVIRONMENTAL PROTECTION AGENCY

[FRL-8453-1; Docket ID No. EPA-HQ-ORD-2007-0666]

Effects of Climate Change on Aquatic Invasive Species and
Implications for Management and Research

AGENCY: Environmental Protection Agency (EPA).

ACTION: Notice of public comment period.

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

SUMMARY: EPA is announcing a 30-day public comment period for the draft

document titled, ``Effects of Climate Change on Aquatic Invasive
Species and Implications for Management and Research'' (EPA/600/R-07/
084). The document was prepared by the National Center for
Environmental Assessment within EPA's Office of Research and
Development.
    EPA is releasing this draft document solely for the purpose of pre-
dissemination peer review under applicable information quality
guidelines. This document has not been formally disseminated by EPA. It
does not represent and should not be construed to represent any Agency
policy or determination. EPA intends to consider any public comments
submitted in accordance with this notice when revising the document.

DATES: The 30-day public comment period begins August 10, 2007, and
ends September 10, 2007. Technical comments should be in writing and
must be received by EPA by September 10, 2007.

ADDRESSES: The draft ``Effects of Climate Change on Aquatic Invasive
Species and Implications for Management and Research'' is available
primarily via the Internet on the National Center for Environmental
Assessment's home page under the Recent Additions and the Data and
Publications menus at http://www.epa.gov/ncea. A limited number of

paper copies are available from the Technical Information Staff of the
National Center for Environmental Assessment (NCEA-TIS). Please contact
the Technical Information Staff by telephone at<PHONE_NUMBER> or by
facsimile at<PHONE_NUMBER>. If you are requesting a paper copy, please
provide your name, your mailing address, and the draft document title,
``Effects of Climate Change on Aquatic Invasive Species and
Implications for Management and Research.''
    Comments may be submitted electronically via http://www.regulations.gov
, by mail, by facsimile, or by hand delivery/

courier. Please follow the detailed instructions provided in the
SUPPLEMENTARY INFORMATION section of this notice.

FOR FURTHER INFORMATION CONTACT: For information on the public comment
period, contact the Office of Environmental Information Docket;
telephone:<PHONE_NUMBER>; facsimile:<PHONE_NUMBER>; or e-mail:
<EMAIL_ADDRESS>
    For technical information, contact Britta Bierwagen, NCEA,
telephone:<PHONE_NUMBER>; facsimile:<PHONE_NUMBER>; or e-mail:
<EMAIL_ADDRESS>

SUPPLEMENTARY INFORMATION:

I. Information About the Project/Document

    This draft report addresses the potential effects of climate change
on Aquatic Invasive Species (AIS) and consequences for their
management, and describes apparent research gaps. The report is
intended for managers and scientists working with AIS to provide them
with information on the potential effects of climate change on AIS,
strategies for adapting their management to accommodate these
environmental changes, and highlight further research needs and gaps.
The literature review that introduces this report shows that important
progress has been made in identifying climate change effects on
invasive species, but that our understanding of effects on specific
species and interactions of other stressors needs to be improved.
Following the literature review is an analysis of existing AIS
management plans to assess the capacity of states to modify or adapt
their management activities to account for climate change effects. The
assessment shows that most states currently do not explicitly consider
climate change in their aquatic invasive species management plans, but
that many plans can incorporate new information on changing
environmental conditions. Finally, this report compares information
needs of AIS managers with current research to determine where gaps
exist. Overall, more information and research are needed on many
aspects of the effects of climate change on AIS.

II. How To Submit Technical Comments to the Docket at http://www.regulations.gov

    Submit your comments, identified by Docket ID No. EPA-HQ-ORD 2007-
0666, by one of the following methods:
     http://www.regulations.gov: Follow the on-line

instructions for submitting comments.
     E-mail<EMAIL_ADDRESS>     Fax:<PHONE_NUMBER>.
     Mail: Office of Environmental Information (OEI) Docket
(Mail Code: 2822T), U.S. Environmental Protection Agency, 1200
Pennsylvania Ave., NW., Washington, DC 20460. The phone number is 202-
566-1752.
     Hand Delivery: The OEI Docket is located in the EPA
Headquarters Docket Center, EPA West Building, Room 3334, 1301
Constitution Ave., NW., Washington, DC. The EPA Docket Center Public
Reading Room is open from 8:30 a.m. to 4:30 p.m., Monday through
Friday, excluding legal holidays. The telephone number for the Public
Reading Room is<PHONE_NUMBER>. Such deliveries are only accepted during
the docket's normal hours of operation, and special arrangements should
be made for deliveries of boxed information.
    If you provide comments by mail or hand delivery, please submit one
unbound original with pages numbered consecutively, and three copies of
the comments. For attachments, provide an index, number pages
consecutively with the comments, and submit an unbound original and
three copies.
    Instructions: Direct your comments to Docket ID No. EPA-HQ-ORD-
2007-0666. Please ensure that your comments are submitted within the
specified comment period. Comments received after the closing date will
be marked ``late,'' and may only be considered if time permits. It is
EPA's policy to include all comments it receives in the public docket
without change and to make the comments available online at http://www.regulations.gov
, including any personal information provided,

unless a comment includes information claimed to be Confidential
Business Information (CBI) or other information whose disclosure is
restricted by statute. Do not submit information that you consider to
be CBI or otherwise protected through http://www.regulations.gov or e-mail. The http://www.regulations.gov Web site is an ``anonymous

access'' system, which means EPA will not know your identity or contact
information unless you provide it in the body of your comment. If you
send an e-mail comment directly to EPA without going through http://www.regulations.gov
, your e-mail address will be automatically captured

and included as part of the comment that is placed in the public docket
and made available on the Internet. If you submit an electronic
comment, EPA recommends that you include your name and other contact
information in the body of your comment and with any disk or CD-ROM you
submit. If EPA cannot read your comment due to technical difficulties
and cannot contact you for clarification, EPA may not be able to
consider your comment. Electronic files should avoid the use of special
characters, any form of encryption, and be free of any defects or
viruses. For additional information about EPA's public docket visit the
EPA Docket Center homepage at http://www.epa.gov/epahome/dockets.htm    Docket: Documents in the docket are listed in the http://.

http://www.regulations.gov index. Although listed in the index, some

information is not publicly available, e.g., CBI or other information
whose disclosure is restricted by statute.

Certain other materials, such as copyrighted material, are publicly
available only in hard copy. Publicly available docket materials are
available either electronically in http://www.regulations.gov or in

hard copy at the OEI Docket in the EPA Headquarters Docket Center.

    Dated: August 2, 2007.
Peter W. Preuss,
Director, National Center for Environmental Assessment.
 [FR Doc. E7-15674 Filed 8-9-07; 8:45 am]

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[Federal Register Volume 86, Number 169 (Friday, September 3, 2021)]
[Notices]
[Pages 49592-49593]
[FR Doc No: 2021-19035]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

[Docket No. FAA-2020-1052]

Agency Information Collection Activities: Requests for Comments;
Clearance of a Renewed Approval of Information Collection: Reporting of
Information Using Special Airworthiness Information Bulletin

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice and request for comments.

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SUMMARY: In accordance with the Paperwork Reduction Act of 1995, FAA
invites public comments about our intention to request the Office of
Management and Budget (OMB) approval to renew an information
collection. The Federal Register Notice with a 60-day comment period
soliciting comments on the following collection of information was
published on November, 6, 2020. The collection involves a voluntary
request for information on a specific safety concern. The information
to be collected will be used to help the FAA in an ongoing
investigation to determine the cause of a specific condition, or
whether the condition is likely to exist or develop on other aircraft,
aircraft engines, propellers, or appliances of the same type design.

DATES: Written comments should be submitted by October 4, 2021.

ADDRESSES: Written comments and recommendations for the proposed
information collection should be sent within 30 days of publication of
this notice to www.reginfo.gov/public/do/PRAMain. Find this particular
information collection by selecting ``Currently under 30-day Review--
Open for Public Comments'' or by using the search function.

FOR FURTHER INFORMATION CONTACT: Stephen Kocmoud by email at:
<EMAIL_ADDRESS>phone:<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:
    Public Comments Invited: You are asked to comment on any aspect of
this information collection, including (a) Whether the proposed
collection of information is necessary for FAA's performance; (b) the
accuracy of the estimated burden; (c) ways for FAA to enhance the
quality, utility and clarity of the information collection; and (d)
ways that the burden could be minimized without reducing the quality of
the collected information.
    OMB Control Number: 2120-0731.
    Title: Reporting of Information Using Special Airworthiness
Information Bulletin.
    Form Numbers: None.
    Type of Review: Renewal of an information collection.
    Background: The Federal Register Notice with a 60-day comment
period soliciting comments on the following collection of information
was published on November, 6, 2020 (85 FR 71135). A special
airworthiness information bulletin (SAIB) is an important tool that
helps the FAA to gather information to determine whether an
airworthiness directive is necessary. An SAIB alerts, educates, and
make recommendations to the aviation community and individual aircraft
owners and operators about ways to improve the safety of a product. It
contains non-regulatory information and guidance that is advisory and
may include recommended actions or inspections with a request for
voluntary reporting of inspection results.
    Respondents: Respondents may include mechanics, type clubs, owners
and operators of aircraft.
    Frequency: Information is collected as needed to acquire additional
information on a specific condition.
    Estimated Average Burden per Response: 5 minutes.
    Estimated Total Annual Burden: 447 hours.

    Issued in Washington, DC, on August, 30, 2021.
Michael Linegang,
Manager, Operational Safety Branch.
[FR Doc. 2021-19035 Filed 9-2-21; 8:45 am]
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