# AD 2008-22-01: Auxiliary fuel tanks

- Type: Airworthiness directive
- Status: Current
- Products: Boeing 727-100 Series, 727-200 Series, 727 Series, 737-200 Series, 737-200C Series, 737-300 Series, 737-400 Series, 737-500 Series, 737-700 Series, 737-800 Series, 757-200 Series, 767-200 Series and 8 more
- Effective: November 26, 2008
- Published: October 22, 2008, 73 FR 62872–62876
- Issued: October 9, 2008
- Issued as: Final rule
- Superseded by: Nothing supersedes this AD
- Product type: Aircraft, Large airplane
- Amendment: 39-15696
- Docket: FAA-2008-0298 (https://www.regulations.gov/docket/FAA-2008-0298)
- Project: 2007-NM-316-AD
- Registered aircraft: 1,635 may be affected, by airframe or engine model (OpenAirDocs)
- Official PDF: https://openairdocs.org/files/sha256/87/4a/874a1916c3f1932b44c45bd5e73d6e17e3f9cb68c897822fe7fb330a3a45caae (from https://www.govinfo.gov/content/pkg/FR-2008-10-22/pdf/E8-25055.pdf)
- Federal Register: https://www.federalregister.gov/documents/2008/10/22/E8-25055/airworthiness-directives-various-transport-category-airplanes-equipped-with-auxiliary-fuel-tanks
- FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/6919F90129DF7AA9862574EA004B0D7C.0001
- DRS record last changed: May 30, 2024
- Page: https://openairdocs.org/ad/2008-22-01

## Summary

We are adopting a new airworthiness directive (AD) for various transport category airplanes. This AD requires deactivation of PATS Aircraft, LLC, auxiliary fuel tanks. This AD results from fuel system reviews conducted by the manufacturer, which identified unsafe conditions for which the manufacturer has not provided corrective actions. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.

## The airworthiness directive

### Adoption of the Amendment

Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows:

1. The authority citation for part 39 continues to read as follows:

2. The FAA amends § 39.13 by adding the following new AD:

2008-22-01 Various Transport Category Airplanes: Amendment 39-15696. Docket No. FAA-2008-0298; Directorate Identifier 2007-NM-316-AD.

### (a) Effective Date

  (a) This airworthiness directive (AD) is effective November 26, 2008.

### (b) Affected ADs

  (b) None.

### (c) Applicability

  (c) This AD applies to airplanes, certificated in any category and equipped with auxiliary fuel tanks installed in accordance with specified supplemental type certificates (STCs), as identified in Table 1 of this AD.

*Table 1—Affected Airplanes*

| Airplanes | Auxiliary tank STC(s) |
| --- | --- |
| Boeing Model 727 series airplanes | SA62NE, SA392NE, SA530NE. |
| Boeing Model 727-100 series airplanes | SA62NE, SA387NE, SA392NE, SA530NE, ST00466NY. |
| Boeing Model 727-200 series airplanes | SA84NE, SA387NE, SA450NE, SA496NE. |
| Boeing Model 737-200 series airplanes | SA83NE, SA725NE (unless installed with SA725NE-D, Configuration 7), SA1078NE, SA1265EA. |
| Boeing Model 737-200C series airplanes | SA725NE (unless installed with SA725NE-D, Configuration 7). |
| Boeing Model 737-300 series airplanes | SA500NE, SA542NE, SA553NE, SA714NE, SA725NE (unless installed with SA725NE-D, Configuration 7). |
| Boeing Model 737-400 series airplanes | SA553NE, SA725NE (unless installed with SA725NE-D, Configuration 7). |
| Boeing Model 737-500 series airplanes | SA725NE (unless installed with SA725NE-D, Configuration 7), ST00040NY, ST01337NY. |
| Boeing Model 737-700 series airplanes (increased gross weight) | ST00936NY-D (unless installed with Configuration 3), ST01650NY-D. |
| Boeing Model 737-800 series airplanes | ST01384NY, ST01384NY-D. |
| Boeing Model 757-200 series airplanes (without overwing doors) | SA979NE. |
| Boeing Model 767-200 series airplanes | ST00840NY. |
| Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes | ST00365NY, ST00365NY-D (unless installed with Configuration 5). |
| McDonnell Douglas Model DC-8-62 airplanes | SA936NE. |
| McDonnell Douglas Model DC-9-33F airplanes | ST00605NY. |
| McDonnell Douglas Model DC-9-81 (MD-81) airplanes | ST00409NY. |
| McDonnell Douglas Model DC-9-82 (MD-82) airplanes | ST00409NY. |
| McDonnell Douglas Model DC-9-83 (MD-83) airplanes | ST00218AT, ST00409NY. |
| McDonnell Douglas Model DC-9-87 (MD-87) airplanes | ST00523NY. |

### (d) Unsafe Condition

  (d) This AD results from fuel system reviews conducted by the manufacturer, which identified potential unsafe conditions for which the manufacturer has not provided corrective actions. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.

### (e) Compliance

  (e) You are responsible for having the actions required by this AD performed within the compliance times specified, unless the actions have already been done.

### (f) Report

  (f) Within 45 days after the effective date of this AD, submit a report to the Manager, New York Aircraft Certification Office (ACO), FAA. The report must include the information listed in paragraphs (f)(1) and (f)(2) of this AD. Under the provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has approved the information collection requirements contained in this AD, and assigned OMB Control Number 2120-0056.

  (1) The airplane registration and auxiliary tank STC number installed.

  (2) The usage frequency in terms of total number of flights per year and total number of flights per year for which the auxiliary tank is used.

### (g) Prevent Usage of Auxiliary Fuel Tanks

  (g) Before December 16, 2009, deactivate the auxiliary fuel tanks, in accordance with a deactivation procedure approved by the Manager, New York ACO. Any auxiliary tank component that remains on the airplane must be secured and must have no effect on the continued operational safety and airworthiness of the airplane. Deactivation must not result in the need for additional instructions for continued airworthiness.

Note 1:

Appendix A of this AD provides criteria that should be included in the deactivation procedure. The proposed deactivation procedures should be submitted to the Manager, New York ACO, as soon as possible to ensure timely review and approval.

Note 2:

For technical information, contact Mazdak Hobbi, Aerospace Engineer, Airframe and Propulsion Branch, ANE-171, FAA, New York Aircraft Certification Office (ACO), 1600 Stewart Avenue, Suite 410, Westbury, New York 11590; telephone (516) 228-7330; fax (516) 794-5531.

### (h) Alternative Methods of Compliance (AMOCs)

  (h)(1) The Manager, New York ACO, FAA, ATTN: Mazdak Hobbi, Aerospace Engineer, Airframe and Propulsion Branch, ANE-171, FAA, New York ACO, 1600 Stewart Avenue, Suite 410, Westbury, New York 11590; telephone (516) 228-7330; fax (516) 794-5531; has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19.

  (2) To request a different method of compliance or a different compliance time for this AD, follow the procedures in 14 CFR 39.19. Before using any approved AMOC on any airplane to which the AMOC applies, notify your appropriate principal inspector (PI) in the FAA Flight Standards District Office (FSDO), or lacking a PI, your local FSDO.

### (i) Material Incorporated by Reference

    (i) None.

### Appendix A—Deactivation Criteria

The auxiliary fuel tank deactivation procedure required by paragraph (g) of this AD should address the following actions.

  (1) Permanently drain auxiliary fuel tanks, and clear them of fuel vapors to eliminate the possibility of out-gassing of fuel vapors from the emptied auxiliary tank.

  (2) Disconnect all electrical connections from the fuel quantity indication system (FQIS), fuel pumps if applicable, float switches, and all other electrical connections required for auxiliary tank operation, and stow them at the auxiliary tank interface.

  (3) Disconnect all pneumatic connections if applicable, cap them at the pneumatic source, and secure them.

  (4) Disconnect all fuel feed and fuel vent plumbing interfaces with airplane original equipment manufacturer (OEM) tanks, cap them at the airplane tank side, and secure them in accordance with a method approved by the FAA; one approved method is specified in AC 25-8 Auxiliary Fuel System Installations. In order to eliminate the possibility of structural deformation during cabin decompression, leave open and secure the disconnected auxiliary fuel tank vent lines.

  (5) Pull and collar all circuit breakers used to operate the auxiliary tank.

  (6) Revise the weight and balance document, if required, and obtain FAA approval.

  (7) Amend the applicable sections of the applicable airplane flight manual (AFM) to indicate that the auxiliary fuel tank is deactivated. Remove auxiliary fuel tank operating procedures to ensure that only the OEM fuel system operational procedures are contained in the AFM. Amend the Limitations Section of the AFM to indicate that the AFM Supplement for the STC is not in effect. Place a placard in the flight deck indicating that the auxiliary tank is deactivated. The AFM revisions specified in this paragraph may be accomplished by inserting a copy of this AD into the AFM.

  (8) Amend the applicable sections of the applicable airplane maintenance manual to remove auxiliary tank maintenance procedures.

  (9) After the auxiliary fuel tank is deactivated, accomplish procedures such as leak checks and pressure checks deemed necessary before returning the airplane to service. These procedures must include verification that the airplane FQIS and fuel distribution systems have not been adversely affected.

  (10) Revise the instructions for continued airworthiness, as required, after deactivation.

  (11) Include with the operator's proposed procedures any relevant information or additional steps that are deemed necessary by the operator to comply with the deactivation and return the airplane to service.

## Rule preamble

### Dates

This AD is effective November 26, 2008.

### For further information contact

Mazdak Hobbi, Aerospace Engineer, Airframe and Propulsion Branch, ANE-171, FAA, New York Aircraft Certification Office, 1600 Stewart Avenue, Suite 410, Westbury, New York 11590; telephone (516) 228-7330; fax (516) 794-5531.

### Discussion

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an airworthiness directive (AD) that would apply to various transport category airplanes. That NPRM was published in the Federal Register on March 14, 2008 (73 FR 13803). That NPRM proposed to require deactivation of PATS Aircraft, LLC, auxiliary fuel tanks.

### Comments

We gave the public the opportunity to participate in developing this AD. We considered the comments received from the 22 commenters.

### Withdraw NPRM

Air National Australia, Chartwell Aviation Services, Continent Aircraft Trust #720, and Boeing Executive Flight Operations (EFO) question the need for the rule. Air National Australia states that the installation of the PATS Aircraft, LLC (PATS), auxiliary fuel system (AFS) in its aircraft was completed in February 2007 and was verified to be in compliance with Special Federal Aviation Regulation No. 88 (SFAR 88). Air National Australia states that clearly the certification given to the supplemental type certificate (STC) in late January 2007 by the FAA would indicate that, at the time, the installation was compliant with the requirements of SFAR 88. Further, the guidance material in FAA Advisory Circular (AC) 25.981-1B, dated April 18, 2001, has not changed significantly since 2001. Therefore, Air National Australia concludes that the level of safety has not altered since the installation was seen to be compliant.

Chartwell states that the service history of the PATS AFS does not support the drastic action proposed in the NPRM. Continent Aircraft Trust #720 states that there have been no Boeing Business Jet (BBJ)-related AFS anomalies that would justify deactivation of the tanks in such a short time. Boeing EFO has been informed by PATS that the technical changes to the existing fuel system are safety enhancements and not an imminent safety concern. The fact that there have been no reports of in-service findings on the Boeing airplanes to support immediate safety concerns leads Boeing EFO to this conclusion. However, Boeing EFO is not opposed to installing the safety enhancements to improve system reliability and to conform the design to an improved engineering standard.

We infer that the commenters want us to withdraw the NPRM. We disagree. This AD results from fuel system reviews conducted by the manufacturer, which identified unsafe conditions that need corrective actions to prevent fuel tank explosions. Although to date there has not been an explosion in PATS fuel tanks, the types of ignition sources identified by the manufacturer have resulted in catastrophic explosions in other fuel tanks. Preventing such an explosion was the objective of SFAR 88 and is not just a “safety enhancement.” However, we agree with Air National Australia that the installation for its fleet (STC ST 00936NY-D, Configuration 3) is compliant with SFAR 88. We have also revised Table 1 of this AD to specify that STC ST 00936NY-D, Configuration 3 is not affected by this AD. If an operator shows that corrective actions have been accomplished and its system complies with SFAR 88, deactivation of the auxiliary fuel tanks is not required. We find it necessary to issue the AD to address the identified unsafe condition.

### Extend Compliance Date

The following commenters all request that we extend the compliance time for deactivating the auxiliary fuel tanks: Peter J. Chapman, Amiri Flight, PATS, Prime Aviation, Limited Brands, Tracinda Corporation, Chartwell, Newsflight, Dobro Ltd., Saudi Oger Ltd., Sunrider Corporation, PrivatAir SA, Continent Aircraft Trust #720, NetJets Large Aircraft Company (LAC), Boeing, and Air National Australia. The commenters state that the compliance date in the NPRM of December 16, 2008, is disproportional to the risk. The commenters also point out, among other items that make the compliance date unworkable, that there is insufficient capacity within available overhaul facilities and an insufficient number of kits to accomplish the actions before the specified date.

We agree with the commenters' requests to extend the compliance date for deactivating the auxiliary fuel tanks and have revised paragraph (g) of the AD to extend the compliance date to December 16, 2009. This date will give operators adequate time to plan and schedule the modification in order to comply with this AD. Our intent was to coordinate the compliance time of the NPRM with the December 16, 2008, operations rule compliance date (see “Transport Airplane Fuel Tank System Design Review, Flammability Reduction and Maintenance and Inspection Requirements” (66 FR 23086, May 7, 2001)). However, as the commenters noted, the lack of availability of kits and maintenance facilities makes that date impractical. We have decided to extend the compliance date by an additional 12 months to December 16, 2009. This change does not affect any other maintenance/inspection programs addressed by the fuel tank safety rule, and the compliance date for those items remains December 16, 2008. The December 16, 2009 date for this AD was chosen to balance the safety risk with the capability of operators to comply in a reasonable timeframe.

### Auxiliary Fuel Tanks Are Necessary for Operation

Air National Australia, All Nippon Airways, the U.S. Air Force, Sunrider, Chartwell, Continent Aircraft Trust #720, NetJets LAC, and Boeing EFO emphasize that the PATS AFS is necessary to their operation. The commenters state that deactivation of the AFS will result in decreased utility, diminished market value, and increased fuel consumption due to less efficient routing. The need to make more fuel stops to fly the same mission profile could increase risk. In sum, deactivation would have a dramatic effect on the range of the aircraft and defeat the purpose of operating this type of aircraft in the fleet.

As we stated in the NPRM, for operators who want to retain the long-range capability provided by these fuel tanks, we will consider approving alternative methods of compliance consisting of design changes and maintenance instructions found to comply with SFAR 88. We understand PATS might be developing such service information for at least some of the affected STCs, but it has not yet been submitted for our review and approval. We have not changed the AD in this regard.

### Revise the Applicability To Remove Certain STCs

PATS, Limited Brands, Boeing, All Nippon Airways, and Amiri request that certain STCs be removed from the applicability listed in Table 1 of the NPRM. The commenters all suggest certain corrections to the list. Limited Brands states that, as written, the NPRM includes FAA-approved PATS SFAR 88-compliant STCs. Boeing points out that the STC holder has determined that the specific STCs listed in its submission were developed and approved to section 25.981, amendment 25-102, of the Federal Aviation Regulations (14 CFR 25.981, amendment 102). All Nippon Airways understands that STC ST01716NY-D is in compliance with SFAR 88 and is mistakenly listed in the NPRM. This STC is the updated version of STC ST00936NY-D, and complies with SFAR 88 and 14 CFR 25.981, amendment 102.

We agree with the commenters' request that certain STCs need to be removed from the applicability. We have determined that the following STCs listed in Table 1 of the NPRM are currently in compliance with SFAR 88 requirements:

• ST01716NY-D

• ST01650NY

• ST01713NY-D

• ST01552NY

• ST00365NY-D, Configuration 5

• SA725NE-D, Configuration 7

We have revised Table 1 of the AD to remove these STCs. Operators should note that prior configurations of ST00365NY-D and SA725NE-D are still included in the applicability unless the operator has installed ST00365NY-D, Configuration 5, or SA725NE-D, Configuration 7, as applicable.

### Revise the Applicability Based on PATS Service Bulletin Implementation

PATS Aircraft, Limited Brands, Boeing, All Nippon Airways, Boeing EFO, Amiri, and Chartwell request that we remove certain STCs from the applicability listed in Table 1 of the NPRM. The commenters point out that the implementation of new PATS service bulletins would bring certain STCs into compliance with SFAR 88.

We disagree with the request to remove certain STCs based on accomplishment of certain PATS service bulletins. Although service bulletins developed by PATS might modify an airplane for SFAR 88 compliance, the New York Aircraft Certification Office (ACO), FAA, has not yet received the final version of the relevant service bulletins for approval. However, under the provisions of paragraph (h) of the AD, we will consider requests for approval of an alternative method of compliance based on these service bulletins if sufficient data are submitted to substantiate that the design change would provide an acceptable level of safety. We have not changed this AD in this regard.

### Change the Description of the Auxiliary Fuel Tanks

PATS, Chartwell, and Air National Australia point out the description of the PATS auxiliary fuel tank is incorrect in the section of the NPRM titled “Supplemental Type Certificates (STCs) for PATS Aircraft, LLC, Auxiliary Fuel Tanks.” The commenters point out that PATS has never designed or certified a box and bladder tank.

We infer that the commenters would like us to revise the description. We agree that the description in the NPRM requires clarification. Since that section of the preamble of the NPRM does not reappear in the final rule, no change to the final rule is necessary. However, we offer the following revision to the paragraph, suggested by PATS' comment, as clarification:

PATS' typical auxiliary fuel system (AFS) consists of several interconnected auxiliary fuel cells located in the aircraft's cargo holds. The cells are constructed of aluminum alloy with double walls and mounted on longitudinal rails attached to the aircraft's frame. The inner walls serve as the fuel storage cell, and the outer walls serve as the fuel and fume-proof shroud around the cell. The two walls are separated by an open-weave honeycomb structure bonded to the walls. The cells resemble aircraft cargo containers. The individual cells are usually arranged in two groups within the forward and aft lower cargo holds. These forward and aft fuel cell groups operate independently as two separate tanks.

### Use PATS Service Bulletins for Deactivation Procedures

PATS requests that we add certain service information to the AD. PATS states that operators who do not place an order for SFAR 88 service bulletins or who elect not to bring their AFS into compliance should deactivate their system using the procedures in the service bulletins that PATS is developing.

We disagree. The service bulletins for deactivation have not been presented for review and approval by the Manager, New York ACO, FAA. Any operator who chooses to deactivate the tank must do the deactivation in accordance with paragraph (g) of this AD. That deactivation procedure could include, for example, performing procedures specified in the installation manual or returning the airplane to the configuration it was in prior to the PATS STC modification. If PATS submits service bulletins that meet the requirements of paragraph (g) of this AD, we would approve them as alternative methods of compliance (AMOCs) in accordance with the provisions of paragraph (h) of this AD. We have not changed the AD in this regard.

### Remove Reporting Requirement

Limited Brands and Tracinda question the need for the report specified in paragraph (f) of the NPRM. Limited Brands states that it seems this information has already been complied with and/or should have been used in determining the effects of the NPRM and the condition of safety, and should have been used in the risk analysis evaluation. Tracinda questions the purpose of the report and states that the information should already be known for justification of the NPRM.

We infer that the commenters are requesting that we remove the reporting requirement from this AD. We disagree. The submittal of reports by operators will assist the FAA in determining whether additional actions are needed to address the identified unsafe conditions and to determine whether the scope of corrective actions that might be proposed by PATS or others is adequate. The required information can be obtained fairly easily and submitted without further cost to the operator. We have not changed the AD regarding this issue.

### Re-Evaluate Costs of Compliance

Limited Brands requests that we revise the Costs of Compliance section of the NPRM. The commenter states that the cost estimates appear extremely low, and that the cost to each operator both in money and in loss of usage should be considered. The costs should also address other items like the cost to revise the manuals and support data, and access to areas of the airplane for deactivation.

We disagree with the commenter's request to include the additional items in the cost estimate. The cost information in an AD generally includes only the direct costs of the specific actions required by this AD. We recognize that, in doing the actions required by an AD, operators might incur incidental costs in addition to the direct costs. Those incidental costs, which might vary significantly among operators, are almost impossible to calculate. We have not changed the AD regarding this issue.

### Change AC Reference

Boeing and Chartwell point out an incorrect title in Appendix A, paragraph (4), of the NPRM, for FAA AC 25-8. We have revised the AD to correct the title.

### Conclusion

We reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting the AD with the changes described previously. We also determined that these changes will not increase the economic burden on any operator or increase the scope of the AD.

### Costs of Compliance

The following table provides the estimated costs for the 59 U.S.-registered airplanes to comply with this AD. Based on these figures, the estimated costs for U.S. operators could be as high as $382,320 to prepare and report the deactivation procedures, and $212,400 to deactivate tanks.

*Estimated Costs*

| Action | Work hours | Average labor rate per hour | Parts | Individual cost |
| --- | --- | --- | --- | --- |
| Report | 1 | $80 | None | $80, per STC. |
| Preparation of tank deactivation procedure | 80 | 80 | None | $6,400, per STC. |
| Physical tank deactivation | 30 | 80 | $1,200 | $3,600, per airplane. |

### 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), and

  (3) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.

You can find our regulatory evaluation and the estimated costs of compliance in the AD Docket.

## Affected data sheets (7) (OpenAirDocs)

The type certificate data sheets whose models the AD names.

- [TCDS A16WE](https://openairdocs.org/tcds/A16WE): The Boeing Company; names 7 of 17 models: 737-500 Series, 737-200C Series, 737-800 Series, 737-300 Series, 737-200 Series, 737-700 Series, 737-400 Series
- [TCDS A6WE](https://openairdocs.org/tcds/A6WE): The Boeing Company; names 5 of 25 models: DC-9-81 (MD-81), DC-9-33F, DC-9-83 (MD-83), DC-9-87 (MD-87), DC-9-82 (MD-82)
- [TCDS A3WE](https://openairdocs.org/tcds/A3WE): The Boeing Company; names 3 of 6 models: 727-100 Series, 727 Series, 727-200 Series
- [TCDS 4A25](https://openairdocs.org/tcds/4A25): The Boeing Company; names 1 of 27 models: DC-8-62
- [TCDS A1NM](https://openairdocs.org/tcds/A1NM): The Boeing Company; names 1 of 5 models: 767-200 Series
- [TCDS A21EA-1](https://openairdocs.org/tcds/A21EA-1): MHI RJ Aviation ULC; names 1 of 9 models: CL-600-2B19 (Regional Jet Series 100)
- [TCDS A2NM](https://openairdocs.org/tcds/A2NM): The Boeing Company; names 1 of 4 models: 757-200 Series

## Registered aircraft it may apply to (OpenAirDocs)

Matched by airframe and engine model; the AD's applicability may narrow it by serial number, part number or equipment.

- Aircraft: 1,635 (1,635 by airframe model, 0 by engine model)
- Makers: Boeing 1,127, Bombardier 395, Mcdonnell Douglas 89, Canadair 19, Bombardier Inc Canadair 2, Douglas 2, Mhi RJ Aviation ULC 1

Models with the most aircraft:

- [Bombardier CL-600-2B19](https://openairdocs.org/model/bombardier-cl-600-2b19): 395 aircraft (airframe model)
- [Boeing 737-823](https://openairdocs.org/model/boeing-737-823): 278 aircraft (airframe model)
- [Boeing 737-800](https://openairdocs.org/model/boeing-737-800): 139 aircraft (airframe model)
- [Boeing 737-824](https://openairdocs.org/model/boeing-737-824): 135 aircraft (airframe model)
- [Boeing 737-832](https://openairdocs.org/model/boeing-737-832): 73 aircraft (airframe model)
- [Boeing 757-232](https://openairdocs.org/model/boeing-757-232): 63 aircraft (airframe model)
- [Boeing 737-890](https://openairdocs.org/model/boeing-737-890): 60 aircraft (airframe model)
- [Mcdonnell Douglas DC-9-83(MD-83)](https://openairdocs.org/model/mcdonnell-douglas-dc-9-83-md-83): 49 aircraft (airframe model)
- [Boeing 757-224](https://openairdocs.org/model/boeing-757-224): 40 aircraft (airframe model)
- [Boeing 757-222](https://openairdocs.org/model/boeing-757-222): 38 aircraft (airframe model)
- [Boeing 737-724](https://openairdocs.org/model/boeing-737-724): 36 aircraft (airframe model)
- [Boeing 757-223](https://openairdocs.org/model/boeing-757-223): 23 aircraft (airframe model)
- [Mcdonnell Douglas DC-9-82(MD-82)](https://openairdocs.org/model/mcdonnell-douglas-dc-9-82-md-82): 22 aircraft (airframe model)
- [Boeing 757-236](https://openairdocs.org/model/boeing-757-236): 20 aircraft (airframe model)
- [Canadair CL-600-2B19](https://openairdocs.org/model/canadair-cl-600-2b19): 19 aircraft (airframe model)
- [Boeing 757-251](https://openairdocs.org/model/boeing-757-251): 18 aircraft (airframe model)
- [Boeing 737-790](https://openairdocs.org/model/boeing-737-790): 14 aircraft (airframe model)
- [Boeing 737-752](https://openairdocs.org/model/boeing-737-752): 13 aircraft (airframe model)
- [Boeing 757-231](https://openairdocs.org/model/boeing-757-231): 13 aircraft (airframe model)
- [Mcdonnell Douglas DC-9-87](https://openairdocs.org/model/mcdonnell-douglas-dc-9-87): 13 aircraft (airframe model)

All 90 models: https://openairdocs.org/ad/2008-22-01/models.md
Every aircraft: https://openairdocs.org/ad/2008-22-01/aircraft.md

## Related documents

- [Proposed rule FAA-2008-0298](https://openairdocs.org/proposed/FAA-2008-0298): Notice of proposed rulemaking (NPRM), published Mar 14, 2008
- [AC 25-8](https://openairdocs.org/ac/25-8): Auxiliary Fuel Systems Installations. Cited as AC 25-8 in the AD's requirements
- [AC 25.981-1D](https://openairdocs.org/ac/25.981-1): Fuel Tank Ignition Source Prevention Guidelines. Cited as AC 25.981-1B in the preamble
- [STC SA1078NE](https://openairdocs.org/stc/SA1078NE): ONE ONLY STC; SN 22600: Installation of 1080-gallon, 3-tank auxiliary fuel system in forward cargo compartment.  Limited to installation on serial number 22600 ONLY.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA1265EA](https://openairdocs.org/stc/SA1265EA): Installation of 2800 gallon auxiliary fuel tanks.  Limited to installation on serial number 21206 ONLY.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA387NE](https://openairdocs.org/stc/SA387NE): Installation of a two-tank (1132 U.S. gallons) auxiliary fuel transfer system in the lower aft cargo compartment. FOR BOEING MODEL 727-100, this STC is limited to SNs 18800 and 18326 only.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA392NE](https://openairdocs.org/stc/SA392NE): Installation of a five tank, 2571.5 U.S. gallons (17,228 lb.) capacity auxiliary fuel transfer system.
Configuration 2 and 3 are only eligible on airplane S/N 20489.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA450NE](https://openairdocs.org/stc/SA450NE): Installation of a three-section tank and auxiliary fuel transfer system in the lower forward cargo bay.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA496NE](https://openairdocs.org/stc/SA496NE): Installation of auxiliary fuel transfer system in forward and/or aft lower cargo bays.
CONFIGURATION 1 is eligible only for the modification installed on airplane SN 21948.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA500NE](https://openairdocs.org/stc/SA500NE): Installation of 425 U.S. gallon auxiliary fuel system in aft cargo compartment.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA530NE](https://openairdocs.org/stc/SA530NE): Configuration 1: Installation of two-section auxiliary fuel tanks (total capacity 14700 lb.) in the forward and aft cargo bay compartments 
Configuration 2: 	Installation of a three section auxiliary fuel tank system (total capacity 11350 lb.) in the forward and aft cargo bay compartments. Leading Edge Group LLC, The, Named in the applicability
- [STC SA542NE](https://openairdocs.org/stc/SA542NE): Installation of 500 U.S. gallon auxiliary fuel system in aft cargo compartment.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA553NE](https://openairdocs.org/stc/SA553NE): Installation of 425 or 500 U.S. gallon auxiliary fuel system in aft cargo compartment. 
CONFIGURATION 2, is eligible on 737-300 series airplanes S/N 23743 and 23930 through 23937. Leading Edge Group LLC, The, Named in the applicability
- [STC SA62NE](https://openairdocs.org/stc/SA62NE): Installation of six-tank auxiliary fuel transfer system in lower fuselage cargo bays. 
Configuration 1: This modification is eligible only on Boeing Model 727-21Airplane Serial Number 19262.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA714NE](https://openairdocs.org/stc/SA714NE): ONE ONLY STC; SN 24095: Installation of 3170-gallon 8-tank auxiliary fuel system in forward and aft cargo compartment. Leading Edge Group LLC The, Named in the applicability
- [STC SA725NE](https://openairdocs.org/stc/SA725NE): Installation of 1000-gallon, 2-tank auxiliary fuel system in aft cargo compartment.  
CONFIGURATION 8: Eligible on 737-200, Aircraft Serial No. 22620 only.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA83NE](https://openairdocs.org/stc/SA83NE): Configuration 1: Installation of three-tank auxiliary fuel transfer system (1340 US gallon) in the forward lower cargo compartment; or Configuration 2: Installation of seven-tank auxiliary fuel transfer system (2850 US gallon) in the lower fuselage. (73 7-2H6 S/N 22620). Leading Edge Group LLC, The, Named in the applicability
- [STC SA84NE](https://openairdocs.org/stc/SA84NE): Installation of a seven tank (3700 U.S. gallons) auxiliary fuel transfer system in fuselage cargo compartments.  Configuration 1:This configuration is limited only to the installation made in airplane 727-212, Serial Number 21460.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA936NE](https://openairdocs.org/stc/SA936NE): ONE ONLY STC; SN 46071: Limited to installation on DC-8-62, serial number 46071 ONLY.  Installation of long range auxiliary fuel (body fuel) tanks and transfer system (4080 gallons total) in the forward and aft fuselage cargo bays.. Leading Edge Group LLC, The, Named in the applicability
- [STC SA979NE](https://openairdocs.org/stc/SA979NE): Configuration A: Installation of 5,520 gallon, tank auxiliary fuel system in the forward and aft cargo compartment
Configuration B: Installation of 2-722 gallon, tank auxiliary fuel system in the aft cargo compartment. PATS Aircraft LLC, Named in the applicability
- [STC ST00040NY](https://openairdocs.org/stc/ST00040NY): ONE ONLY STC; S/N 24970:  Installation of 1624-gallon, 4-tank auxiliary fuel system in AFT cargo compartment.  Limited to installation on 737-500, serial number 24970 ONLY.. Leading Edge Group LLC, The, Named in the applicability
- [STC ST00218AT](https://openairdocs.org/stc/ST00218AT): Installation of a nine tank auxiliary fuel system.. Leading Edge Group LLC, The, Named in the applicability
- [STC ST00365NY](https://openairdocs.org/stc/ST00365NY): Installation of a two tank auxiliary fuel system within fuselage pressure vessel forward of baggage compartment.. PATS Aircraft LLC, Named in the applicability
- [STC ST00365NY-D](https://openairdocs.org/stc/ST00365NY-D): Installation of a two tank auxiliary fuel system within fuselage pressure vessel forward of baggage compartment.. PATS Aircraft LLC, Named in the applicability
- [STC ST00409NY](https://openairdocs.org/stc/ST00409NY): Installation of a two tank auxiliary fuel system in Mid Cargo Compartment.. Leading Edge Group LLC, The, Named in the applicability
- [STC ST00466NY](https://openairdocs.org/stc/ST00466NY): Installation of a six tank auxiliary fuel system in the forward and aft cargo compartments.. Leading Edge Group LLC, The, Named in the applicability
- [STC ST00523NY](https://openairdocs.org/stc/ST00523NY): Installation of a Ten Tank Auxiliary Fuel System in forward and aft cargo compartments. 
1. PATS, Inc. Airplane Flight Manual Supplement No. 1, FAA approved November 7, 1996, is applicable to aircraft serial no. 49767 only.
2. PATS, Inc. Airplane Flight Manual Supplement No. 1, Revision 1, FAA approved December 20, 1996, is required for configurations A and B (except aircraft serial no. 49767).. Leading Edge Group LLC The, Named in the applicability
- [STC ST00605NY](https://openairdocs.org/stc/ST00605NY): Installation of a six-tank auxiliary fuel system consisting of 3 tanks in forward baggage compartment and 3 tanks in aft baggage compartment.. Leading Edge Group LLC, The, Named in the applicability
- [STC ST00840NY](https://openairdocs.org/stc/ST00840NY): Installation of a Five-Tank Auxiliary Fuel Systems in the aft cargo compartment.. PATS Aircraft LLC, Named in the applicability
- [STC ST00936NY](https://openairdocs.org/stc/ST00936NY): Installation of structural provisions only, for a Three (3) Auxiliary Fuel System in the aft cargo compartment. PATS Aircraft LLC, Named in the applicability
- [STC ST01337NY](https://openairdocs.org/stc/ST01337NY): Installation of a three-tank auxiliary fuel system in aft cargo compartment.. PATS Aircraft LLC, Named in the applicability
- [STC ST01337NY-D](https://openairdocs.org/stc/ST01337NY-D): Installation of a three-tank auxiliary fuel system in aft cargo compartment.. Leading Edge Group LLC, The, Named in the applicability
- [STC ST01384NY](https://openairdocs.org/stc/ST01384NY): Installation of a Three Cell Auxiliary Fuel System in the forward and aft cargo compartments.  Installation of a Four Cell Auxiliary Fuel System in the forward and aft cargo compartments. PATS Aircraft LLC, Named in the applicability
- [STC ST01384NY-D](https://openairdocs.org/stc/ST01384NY-D): Installation of a three cell auxiliary fuel system and a four cell auxiliary fuel system.. PATS Aircraft LLC, Named in the applicability
- [STC ST01650NY](https://openairdocs.org/stc/ST01650NY): Installation of provisions for a 5-cell auxiliary fuel system in cargo compartment per configuration 5005-2800-300 of Decrane/Pats, Inc. master drawing list no. 5005-2800-001 latest FAA approved revision.  Life-limited to 50 aircraft flight cycles.. PATS Aircraft LLC, Named in the applicability
- [STC ST01650NY-D](https://openairdocs.org/stc/ST01650NY-D): Installation of various provisions for a Five Cell Auxiliary Fuel System.. PATS Aircraft LLC, Named in the applicability
- [STC ST01552NY](https://openairdocs.org/stc/ST01552NY): Installation of provisions for a Five (5) Cell Auxiliary Fuel System.  Limited to installation on aircraft that have STC SA714NE previously installed.  Life-limited to 250 aircraft cycles.. PATS Aircraft LLC, Cited in the text
- [STC ST01552NY-D](https://openairdocs.org/stc/ST01552NY-D): Installation of provisions for a Five (5) Cell Auxiliary Fuel System in the cargo compartment. Leading Edge Group LLC The, Cited in the text
- [STC ST01713NY](https://openairdocs.org/stc/ST01713NY): Installation of Auxiliary Fuel Systems. PATS Aircraft LLC, Cited in the text
- [STC ST01713NY-D](https://openairdocs.org/stc/ST01713NY-D): Installation of a four-cell auxiliary fuel system in the forward and aft cargo compartments.. PATS Aircraft LLC, Cited in the text
- [STC ST01716NY](https://openairdocs.org/stc/ST01716NY): Installation of Auxiliary Fuel Systems. PATS Aircraft LLC, Cited in the text
- [STC ST01716NY-D](https://openairdocs.org/stc/ST01716NY-D): Installation of a Two-Cell (One Forward, One Aft) Auxiliary Fuel System in the forward and aft cargo compartment.. PATS Aircraft LLC, Cited in the text

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