Proposed Rule2022-05602
Airworthiness Directives; The Boeing Company Airplanes
Primary source
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Published
March 21, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA proposes to adopt a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This proposed AD was prompted by reports of discrepancies between the center wing tank (CWT) fuel quantity, as indicated by the fuel quantity indicating system (FQIS), and the refueling truck uploaded fuel amount, followed by certain engine-indicating and crew-alerting system (EICAS) messages. This proposed AD would require installing new software in the fuel quantity processor unit (FQPU), or replacing the FQPU with one that includes new software, depending on airplane configuration; and doing a software version check and FQPU operational check. This proposed AD would also prohibit the installation of certain FQPUs on certain airplanes. The FAA is proposing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 87 Issue 54 (Monday, March 21, 2022)</title>
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[Federal Register Volume 87, Number 54 (Monday, March 21, 2022)]
[Proposed Rules]
[Pages 15902-15905]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-05602]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0103; Project Identifier AD-2021-00977-T]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for certain The Boeing Company Model 777 airplanes. This proposed AD
was prompted by reports of discrepancies between the center wing tank
(CWT) fuel quantity, as indicated by the fuel quantity indicating
system (FQIS), and the refueling truck uploaded fuel amount, followed
by certain engine-indicating and crew-alerting system (EICAS) messages.
This proposed AD would require installing new software in the fuel
quantity processor unit (FQPU), or replacing the FQPU with one that
includes new software, depending on airplane configuration; and doing a
software version check and FQPU operational check. This proposed AD
would also prohibit the installation of certain FQPUs on certain
airplanes. The FAA is proposing this AD to address the unsafe condition
on these products.
DATES: The FAA must receive comments on this proposed AD by May 5,
2022.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
<bullet> Federal eRulemaking Portal: Go to <a href="https://www.regulations.gov">https://www.regulations.gov</a>. Follow the instructions for submitting comments.
<bullet> Fax: 202-493-2251.
<bullet> Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
<bullet> Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this NPRM, contact Boeing
Commercial Airplanes, Attention: Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-5600;
telephone 562-797-1717; internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. You may
view this referenced service information at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St., Des
Moines, WA. For information on the availability of this material at the
FAA, call 206-231-3195. It is also available at <a href="https://www.regulations.gov">https://www.regulations.gov</a> by searching for and locating Docket No. FAA-2022-
0103.
Examining the AD Docket
You may examine the AD docket at <a href="https://www.regulations.gov">https://www.regulations.gov</a> by
searching for and locating Docket No. FAA-2022-0103; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains this NPRM, any comments
received, and other information. The street address for Docket
Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Kevin Nguyen, Aerospace Engineer,
Propulsion Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des
Moines, WA 98198; phone and fax: 206-231-3555; email:
<a href="/cdn-cgi/l/email-protection#117a7467787f3f7f766468747f517770703f767e67"><span class="__cf_email__" data-cfemail="d2b9b7a4bbbcfcbcb5a7abb7bc92b4b3b3fcb5bda4">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under ADDRESSES. Include ``Docket No. FAA-2022-0103; Project Identifier
AD-2021-00977-T'' at the beginning of your comments. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
this proposal because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments
[[Page 15903]]
received, without change, to <a href="https://www.regulations.gov">https://www.regulations.gov</a>, including any
personal information you provide. The agency will also post a report
summarizing each substantive verbal contact received about this NPRM.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent to Kevin
Nguyen, Aerospace Engineer, Propulsion Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des Moines, WA 98198; phone and fax: 206-
231-3555; email: <a href="/cdn-cgi/l/email-protection#09626c7f606727676e7c706c67496f6868276e667f"><span class="__cf_email__" data-cfemail="610a0417080f4f0f061418040f210700004f060e17">[email protected]</span></a>. Any commentary that the FAA
receives which is not specifically designated as CBI will be placed in
the public docket for this rulemaking.
Background
The FAA has received reports of discrepancies between the airplane
FQIS, specifically the CWT fuel quantity and the refueling truck
uploaded fuel amount, followed by an engine-indicating and crew-
alerting system (EICAS) FUEL DISAGREE message at an early stage of
flight (for example, within 3 hours after takeoff), and/or an EICAS
INSUFFICIENT FUEL message. At least 25 in-service events have been
reported by operators. In at least 17 of these events, the airplanes
continued with the mission; of those, six landed at the destination
airport, and 11 had to land at a diversion airport.
As a result of those reports, the FAA issued AD 2020-11-11,
Amendment 39-19915 (85 FR 34090, June 3, 2020) (AD 2020-11-11) for
certain The Boeing Company Model 777 airplanes. AD 2020-11-11 requires
a repetitive check of the FQIS fuel quantity calculation for the CWT,
developing a process to provide documentation to the flight crew that
this check was done, and revising the existing airplane flight manual
(AFM) to incorporate verification procedures and flight crew awareness.
The preamble to AD 2020-11-11 explains that the FAA considered the
requirements ``interim action'' and was considering further rulemaking.
The FAA has now determined that further rulemaking is indeed necessary,
and this proposed AD follows from that determination.
Insufficient fuel in the CWT as a result of this discrepancy is due
to a design flaw in the FQIS in which the FQIS ultrasonic tank units
calibrate incorrect velocity of sound (VOS) in the jet fuel during
center tank fueling, which leads to an improper fuel density
calculation, and results in the FQIS showing a different fuel amount
from the actual fuel quantity in the CWT. Current FQPU gauging software
is subjected to this stale VOS value under certain conditions due to
insufficient VOS reset functions.
In almost all of the events, the FQIS showed more fuel than the
actual fuel quantity in the CWT, resulting in less fuel on the airplane
than the required fuel load for the mission. Alternatively, the FQIS
could show less fuel than the actual fuel quantity in the CWT,
resulting in more fuel on the airplane than the required fuel load for
the mission. This issue affects only the CWT and not the main tanks.
This incorrect fuel quantity information is also provided to the flight
deck Fuel Quantity Display and the flight management function (FMF) of
the Airplane Information Management System (AIMS).
The existing airplane maintenance manual and operator fueling
procedures require verification that the correct fuel amount required
for the current mission has been loaded onto the airplane. The FAA has
received reports that verification tasks are either not accomplished or
done incorrectly. As a result, the flight crew may be unaware of
insufficient fuel loaded in the CWT and the airplane is dispatched for
the mission. The airplane onboard fuel management system typically
reports fuel quantity anomalies within the first three hours of flight
resulting in a FUEL DISAGREE EICAS message and/or an INSUFFICIENT FUEL
EICAS message that necessitates fuel check (e.g., leak check) and fuel
quantity monitoring. These messages may require the flight crew to take
action, such as performing an air turn back or a diversion.
This AD was prompted by reports of discrepancies between the CWT
fuel quantity, as indicated by the FQIS, and the actual amount uploaded
from the refueling truck. The FAA is issuing this AD to address
discrepancies in the CWT FQIS, which can result in an airplane being
dispatched with insufficient fuel in the CWT and with the flight crew
unaware of the insufficient fuel prior to departure. This condition,
coupled with continued flight to the destination airport after
receiving EICAS messages while en route to the destination, could
result in fuel exhaustion and subsequent power loss to all engines,
thereby resulting in the inability to land at the destination airport
or at a diversion airport, possibly leading to flight into terrain.
Other Relevant Rulemaking
AD 2020-11-11 addresses the same unsafe condition addressed by this
proposed AD. While an operator is incorporating the requirements in
this proposed AD on their fleet, they will have a mixed fleet with
different requirements, depending on whether or not the actions in this
proposed AD have been accomplished on a given airplane. This could make
it challenging for fuel vendors or other personnel to determine whether
a particular airplane needed to undergo the procedures required by AD
2020-11-11 when fueling that airplane. The FAA has therefore determined
that the actions required by this proposed AD must be accomplished on
all affected airplanes in an operator's fleet before the requirements
of AD 2020-11-11 are terminated for that fleet. However, once the
actions required by this proposed AD are accomplished on all affected
airplanes in an operator's fleet, the requirements of AD 2020-11-11 are
terminated for that fleet.
FAA's Determination
The FAA is issuing this NPRM after determining that the unsafe
condition described previously is likely to exist or develop on other
products of the same type design.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Boeing Alert Requirements Bulletin 777-28A0090 RB,
dated March 30, 2021. This service information specifies procedures for
a check of maintenance or delivery records or an inspection to
determine the part number of the FQPU for Group 1 airplanes. For Group
1 airplanes with a FQIS-1 FQPU, this service information specifies
procedures for removing the existing FQPU and installing certain FQIS-2
FQPU with upgraded software, and doing a software version check and
FQPU operational check. For Group 1 airplanes with a FQIS-2 FQPU and
Group 2 airplanes, this service information specifies procedures for
upgrading the FQPU
[[Page 15904]]
software and doing a software version check.
This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in ADDRESSES.
Proposed AD Requirements in This NPRM
This proposed AD would require accomplishing the actions specified
in the service information already described. For information on the
procedures and compliance times, see this service information at
<a href="https://www.regulations.gov">https://www.regulations.gov</a> by searching for and locating Docket No.
FAA-2022-0103.
Costs of Compliance
The FAA estimates that this AD, if adopted as proposed, would
affect 257 airplanes of U.S. registry. The FAA estimates the following
costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Parts Cost per Cost on U.S.
Action Labor cost cost product operators
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Records review or inspection of FQPU 1 work-hour x $85 per hour $0 $85 $12,155
part number for Group 1 airplanes (143 = $85.
airplanes).
Group 1 with FQIS-1 FQPU (125 1 work-hour x $85 per hour 48,300 48,385 6,048,125
airplanes): Replace FQPU with FQIS-2 = $85.
FQPU, and do software and FQPU checks.
Group 1 with FQIS-2 FQPU and Group 2 1 work-hour x $85 per hour 0 85 11,220
(132 airplanes): Upgrade software and = $85.
do software check.
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The FAA has included all known costs in its cost estimate.
According to the software manufacturer, however, some or all of the
costs of this proposed AD may be covered under warranty, thereby
reducing the cost impact on affected operators.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
The FAA determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Would not affect intrastate aviation in Alaska, and
(3) Would not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
The Boeing Company: Docket No. FAA-2022-0103; Project Identifier AD-
2021-00977-T.
(a) Comments Due Date
The FAA must receive comments on this airworthiness directive
(AD) by May 5, 2022.
(b) Affected ADs
This AD affects AD 2020-11-11, Amendment 39-19915 (85 FR 34090,
June 3, 2020) (AD 2020-11-11).
(c) Applicability
This AD applies to The Boeing Company Model 777-200, -200LR, -
300, -300ER, and 777F series airplanes, certificated in any
category, Group 1 and Group 2 as identified in Boeing Alert
Requirements Bulletin 777-28A0090 RB, dated March 30, 2021.
(d) Subject
Air Transport Association (ATA) of America Code 28, Fuel.
(e) Unsafe Condition
This AD was prompted by reports of discrepancies between the
center wing tank (CWT) fuel quantity, as indicated by the fuel
quantity indicating system (FQIS), and the actual amount uploaded
from the refueling truck. The FAA is issuing this AD to address
discrepancies in the CWT FQIS, which can result in an airplane being
dispatched with insufficient fuel in the CWT and with the flight
crew unaware of the insufficient fuel prior to departure. This
condition, coupled with continued flight to the destination airport
after receiving engine-indicating and crew-alerting system (EICAS)
messages while in route to the destination, could result in fuel
exhaustion and subsequent power loss to all engines, thereby
resulting in the inability to land at the destination airport or at
a diversion airport, possibly leading to flight into terrain.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
Except as specified by paragraph (h) of this AD: At the
applicable times specified in the ``Compliance'' paragraph of Boeing
Alert Requirements Bulletin 777-28A0090 RB, dated March 30, 2021, do
all applicable actions identified in, and in accordance with, the
Accomplishment Instructions of Boeing Alert Requirements Bulletin
777-28A0090 RB, dated March 30, 2021.
Note 1 to paragraph (g): Guidance for accomplishing the actions
required by this AD can be found in Boeing Alert Service Bulletin
777-28A0090, dated March 30, 2021, which is referred to in Boeing
Alert Requirements Bulletin 777-28A0090 RB, dated March 30, 2021.
(h) Exceptions to Service Information Specifications
Where the Compliance Time column of the tables in the
``Compliance'' paragraph of
[[Page 15905]]
Boeing Alert Requirements Bulletin 777-28A0090 RB, dated March 30,
2021, uses the phrase ``the original issue date of Requirements
Bulletin 777-28A0090 RB,'' this AD requires using ``the effective
date of this AD.''
(i) Terminating Action for AD 2020-11-11
Accomplishing the actions required by this AD on all affected
airplanes in an operator's fleet terminates the requirements of AD
2020-11-11 for that fleet.
(j) Parts Installation Prohibition
As of the effective date of this AD, no person may install a
fuel quantity processor unit (FQPU), part number (P/N) 0320KPU01
(Boeing P/N S345W001-010), on any airplane identified as Group 1 in
Boeing Alert Requirements Bulletin 777-28A0090 RB, dated March 30,
2021.
(k) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle ACO Branch, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request
to your principal inspector or responsible Flight Standards Office,
as appropriate. If sending information directly to the manager of
the certification office, send it to the attention of the person
identified in paragraph (l)(1) of this AD. Information may be
emailed to: <a href="/cdn-cgi/l/email-protection#ba8397fbf4f797e9dfdbceced6df97fbf9f597fbf7f5f997e8dfcbcfdfc9cec9fadcdbdb94ddd5cc"><span class="__cf_email__" data-cfemail="526b7f131c1f7f01373326263e377f13111d7f131f1d117f0037232737212621123433337c353d24">[email protected]</span></a>.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the responsible Flight Standards Office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by The Boeing Company Organization Designation
Authorization (ODA) that has been authorized by the Manager, Seattle
ACO Branch, FAA, to make those findings. To be approved, the repair
method, modification deviation, or alteration deviation must meet
the certification basis of the airplane, and the approval must
specifically refer to this AD.
(l) Related Information
(1) For more information about this AD, contact Kevin Nguyen,
Aerospace Engineer, Propulsion Section, FAA, Seattle ACO Branch,
2200 South 216th St., Des Moines, WA 98198; phone and fax: 206-231-
3555; email: <a href="/cdn-cgi/l/email-protection#355e50435c5b1b5b52404c505b755354541b525a43"><span class="__cf_email__" data-cfemail="bfd4dac9d6d191d1d8cac6dad1ffd9dede91d8d0c9">[email protected]</span></a>.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; telephone 562-797-1717; internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. You may view this referenced service
information at the FAA, Airworthiness Products Section, Operational
Safety Branch, 2200 South 216th St., Des Moines, WA. For information
on the availability of this material at the FAA, call 206-231-3195.
Issued on February 11, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2022-05602 Filed 3-18-22; 8:45 am]
BILLING CODE 4910-13-P
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