[Federal Register Volume 67, Number 189 (Monday, September 30, 2002)]
[Rules and Regulations]
[Pages 61253-61258]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-24810]



[[Page 61253]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-NM-249-AD; Amendment 39-12900; AD 2002-19-52]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 737-600, -700, -700C, -
800, and -900 Series Airplanes; Model 747 Series Airplanes; and Model 
757 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to all Boeing Model 737-600, -700, -700C, -800, and -
900 series airplanes; Model 747 series airplanes; and Model 757 series 
airplanes, that currently requires revision of the FAA-approved 
airplane flight manual (AFM) to advise the flight crew of certain 
operating restrictions for maintaining minimum fuel levels; prohibits 
use of the horizontal stabilizer tank on certain airplanes, and 
prohibits the installation of certain fuel pumps. This amendment 
requires concurrent removal of the currently required AFM revisions and 
insertion of new AFM revisions; requires installation of placards to 
alert the flightcrew to the operating restrictions; and prohibits 
installation of any uninspected pumps. This amendment permits the AFM 
revision and placard to be removed under certain conditions. The 
actions specified in this AD are intended to prevent fuel vapors from 
coming into contact with an ignition source in the center wing fuel 
tank, horizontal stabilizer fuel tank, center auxiliary fuel tank (body 
tank), or auxiliary fuel tanks 1 and 4, which could result in fire/
explosion.

DATES: Effective September 30, 2002.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of September 30, 2002.
    Comments for inclusion in the Rules Docket must be received on or 
before November 29, 2002.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2002-NM-249-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9 a.m. and 3 p.m., Monday through Friday, except 
Federal holidays. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 2002-NM-249-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    The service information referenced in this AD may be obtained from 
Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 
98124-2207. This information may be examined at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at 
the Office of the Federal Register, 800 North Capitol Street, NW., 
suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Doug Pegors, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 227-1446; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION: On August 30, 2002, the FAA issued emergency 
AD 2002-18-52, applicable to all Boeing Model 737-600, -700, -700C, -
800, and -900 series airplanes; Model 747 series airplanes; and Model 
757 series airplanes. That AD requires revision of the FAA-approved 
airplane flight manual (AFM) to advise the flight crew of certain 
minimum fuel levels that must be maintained in the center fuel tanks, 
and to prohibit use of the horizontal stabilizer tank, if installed, on 
Model 747-400 series airplanes. That AD also prohibits the installation 
of certain spare fuel pumps (those having part numbers with the suffix 
``-4''). That AD permits the AFM revision and placard to be removed if 
all fuel pumps have been inspected to ensure that the wire bundle is 
properly routed in the pump.
    That action was prompted by reports indicating that fuel pumps on 
certain Boeing Model 737, 747, and 757 series airplanes have failed as 
a result of chafing of the stator lead wire bundle, which occurred when 
the stator lead wire bundle came into contact with the rotor in the 
pump motor. The pumps eventually failed when the pump power was short-
circuited to the rotor and the circuit protection device tripped. 
Examination of failed pumps showed that arcing had occurred in the pump 
bearings both inside and outside of the explosion-proof cavity of the 
pump. Such arcing could result in an ignition source in the fuel tank. 
It is not known how long the pumps operated with arcing occurring 
before the circuit-protection device tripped. The fuel pump failures 
have been attributed to the manufacturing assembly process during which 
the stator lead wire bundle was improperly installed and positioned in 
the motor-impeller housing. The actions required by that AD are 
intended to ensure that the center wing tank pump inlets will be 
covered with fuel during pump operation, which will prevent fuel vapors 
from coming into contact with any ignition source resulting from arcing 
to the pump rotor. The other main wing tank fuel pump inlets are not 
normally uncovered during operation. The actions of that AD are 
intended to prevent fire/explosion in the center fuel tank.

Actions Since Issuance of Previous Rule

    Since the issuance of AD 2002-18-52, the FAA has learned of 
additional cases of lead wire chafing in Hydro-Aire pumps of designs 
other than those identified in that AD. A review of records revealed 
additional cases of lead wire chafing and improper lead wire bundle 
installation. One of those pumps had lead wire chafing after only a 45-
minute period of acceptance test running. In addition, one pump failed 
in recent Model 747 flight testing due to stator lead wire chafing. 
Examination of the pump from that airplane revealed arcing to the 
rotor. In addition, the manufacturer reported that pumps had been 
inspected at the vendor's overhaul facility; of 16 pumps inspected, 25% 
were found improperly assembled. All of the above failures were found 
on pumps that were not identified in AD 2002-18-52 (which identified 
only those part numbers having the suffix ``-4''). Evidence of stator 
lead wire splicing discovered on pumps overhauled by repair facilities 
suggests there may have been similar chafing damage.
    The reported failures on all the pumps have been determined to be 
caused by improper assembly of the pumps at Hydro-Aire or repair 
facilities, and by a design that allows improper assembly to occur. 
Improper assembly allows the wires to be pinched or trapped where they 
are worn by the pump rotor when it operates. The combination of 
pinched/trapped wires in a fuel pump with arcing/shorting when the pump 
inlet is not covered by tank fuel may result in ignited tank vapors.

[[Page 61254]]

Explanation of Relevant Service Information

    The FAA has reviewed and approved the following Boeing alert 
service bulletins, all dated September 23, 2002:

------------------------------------------------------------------------
  Boeing alert service bulletin              Affected airplanes
------------------------------------------------------------------------
737-28A1197......................  Model 737 series airplanes.
747-28A2248......................  Model 747 series airplanes.
757-28A0070......................  Model 757-200, -200PF, -200CB series
                                    airplanes
757-28A0071......................  Model 757-300 series airplanes.
------------------------------------------------------------------------

    The service bulletins describe procedures for inspecting the fuel 
pumps of the center wing tank, horizontal stabilizer tank, center 
auxiliary tank (or body tank, located in the aft end of the forward 
cargo compartment), and auxiliary fuel tanks 1 and 4, using X-ray 
methods to determine whether the wire bundle is properly routed in the 
pump.
    The FAA also approved Crane Hydro-Aire Service Bulletin Crane 
Hydro-Aire Motor-Impeller-28-01, dated September 17, 2002, which 
describes detailed procedures for the X-ray inspection.

Explanation of Requirements of Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other airplanes of this same type design, this 
airworthiness directive supersedes AD 2002-18-52 to concurrently 
require removal of the currently required AFM revisions (advising the 
flightcrew of certain minimum fuel levels that must be maintained in 
the center fuel tanks) and insertion of revised versions of the 
corresponding AFM sections. This AD also requires installation of 
placard(s) to alert the flightcrew to the operating restrictions; and 
prohibits installation of fuel pumps unless they have been inspected 
using X-ray methods to ensure that the wire bundle is properly routed 
in the pump. In addition, if all fuel pumps for the center wing, 
horizontal stabilizer, center auxiliary tanks, and auxiliary fuel tanks 
1 and 4 on an airplane have been inspected to ensure that the wire 
bundle is properly routed in the pump since the most recent assembly of 
the end cap and motor-impeller housing--whether in manufacturing, after 
maintenance or inspection, or after overhaul--the applicable AFM 
revision and placard may be removed. The AD also includes a provision 
for separate relief from the prohibition against operation of the 
horizontal stabilizer tank.

Explanation of Changes to Existing AD

    This AD identifies the unsafe condition as fuel vapors potentially 
coming into contact with an ignition source in the center wing fuel 
tank, horizontal stabilizer fuel tank, center auxiliary fuel tank, or 
auxiliary fuel tanks 1 and 4, which could result in fire/explosion. AD 
2002-18-52 did not identify the center auxiliary fuel tank or auxiliary 
fuel tanks 1 and 4, because no ``-4'' pump is installed in any of those 
tanks.
    The AFM language required by AD 2002-18-52 has been revised to 
remove certain wording as a means to provide clarification regarding 
the requirement to shut off the fuel pumps and to add procedures to 
address fuel pump failures.

Explanation of Compliance Time

    The compliance time for revising the AFM to include the operational 
restrictions is 14 days, whereas the compliance time for the 
corresponding action of AD 2002-18-52 was 4 days. The unsafe condition 
is the same as that for AD 2002-18-52, and is considered by the FAA to 
require urgent action. However, because of the significant amount of 
service experience on the affected fuel pumps in this case, and because 
of the relatively small number of known events of chafing, the FAA has 
determined that the 14-day compliance time will allow operators 
sufficient time to perform X-ray inspections on airplanes used on 
routes that require maximum fuel capacity, without compromising safety.

Differences Between This AD and the Service Bulletins

    The service bulletins recommend inspecting all fuel pumps; however, 
this AD requires that the pumps be inspected only prior to pump 
installation or to provide relief from the required operating 
restrictions regarding fuel pump operation.
    The effectivity of the Boeing service bulletins includes only 
certain line numbers for each airplane model. However, the 
applicability of this AD includes all airplanes of the affected models. 
Although the manufacturer has addressed the unsafe condition for 
airplanes in production, the FAA has determined that it is possible 
that an airworthy airplane may later have a suspect part installed, 
rendering the airplane no longer airworthy; therefore, this AD is 
applicable to all airplanes.
    Whereas the service bulletins refer to the ``body tank,'' this AD 
identifies that part as the ``center auxiliary fuel tank.''

Interim Action

    This is considered to be interim action until final action is 
identified, at which time the FAA may consider further rulemaking.

Determination of Rule's Effective Date

    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this rule by 
submitting such written data, views, or arguments as they may desire. 
Communications shall identify the Rules Docket number and be submitted 
in triplicate to the address specified under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed.
    Submit comments using the following format:
    [sbull] Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
    [sbull] For each issue, state what specific change to the AD is 
being requested.
    [sbull] Include justification (e.g., reasons or data) for each 
request.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the rule. All comments submitted will be 
available, both before and after the closing date for comments, in the 
Rules Docket for examination by interested persons. A report that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following

[[Page 61255]]

statement is made: ``Comments to Docket Number 2002-NM-249-AD.'' The 
postcard will be date stamped and returned to the commenter.

Regulatory Impact

    The regulations adopted herein will not have a substantial direct 
effect on the States, on the relationship between the national 
Government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, may be obtained from the Rules Docket at the 
location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

    2. Section 39.13 is amended by adding a new airworthiness directive 
(AD), amendment 39-12900, to read as follows:

2002-19-52 Boeing: Amendment 39-12900. Docket 2002-NM-249-AD. 
Supersedes Emergency AD 2002-18-52.

    Applicability: All Model 737-600, -700, -700C, ``800, and -900; 
747; and 757 series airplanes; certificated in any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (l)(1) 
of this AD. The request should include an assessment of the effect 
of the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent fuel vapors from coming into contact with an ignition 
source in the center wing fuel tank, horizontal stabilizer fuel 
tank, center auxiliary fuel tank, or auxiliary fuel tanks 1 and 4, 
which could result in fire/explosion, accomplish the following:

Revision of Airplane Flight Manual (AFM): Model 737-600, -700, -700C, 
``800, and -900

    (a) For Model 737-600, -700, -700C, ``800, and -900 series 
airplanes: Within 14 days after the effective date of this AD, 
concurrently perform the actions required by paragraphs (a)(1) and 
(a)(2) of this AD:
    (1) Remove the AFM revision required by paragraph (a) of 
emergency AD 2002-18-52; and
    (2) Revise the Limitations section of the FAA-approved AFM to 
include the following (this may be accomplished by inserting a copy 
of this AD into the AFM):

``Certificate Limitations

    The center tank fuel pumps must be OFF for takeoff if center 
tank fuel is less than 5,000 pounds (2,300 kilograms) with the 
airplane readied for initial taxi.
    Both center tank fuel pump switches must be selected OFF when 
center tank fuel quantity reaches approximately 1,000 pounds (500 
kilograms) during climb and cruise or 3,000 pounds (1,400 kilograms) 
during descent and landing. The fuel pumps must be positioned OFF at 
the first indication of fuel pump low pressure.
    The CWT fuel quantity indication system must be operative to 
dispatch with CWT mission fuel.

Note

    The CONFIG indicator will annunciate when center tank fuel 
exceeds 1,600 pounds (800 kilograms) and the center tank fuel pump 
switches are OFF. Do not accomplish the CONFIG non-normal procedure 
prior to or during takeoff with less than 5,000 pounds (2,300 
kilograms) of center tank fuel or during descent and landing with 
less than 3,000 pounds (1,400 kilograms) of center tank fuel.

Note

    In a low fuel situation, both center tank pumps may be selected 
ON and all center tank fuel may be used.
    If the main tanks are not full, the zero fuel gross weight of 
the airplane plus the weight of center tank fuel may exceed the 
maximum zero fuel gross weight by up to 5,000 pounds (2,300 
kilograms) for takeoff, climb and cruise and up to 3,000 pounds 
(1,400 kilograms) for descent and landing, provided that the effects 
of balance (CG) have been considered.
    If a center tank fuel pump fails with fuel in the center tank, 
accomplish the FUEL PUMP LOW PRESSURE non-normal procedure.
    When defueling center or main wing tanks, the Fuel Pump Low 
Pressure indication lights must be monitored and the fuel pumps 
positioned to OFF at the first indication of fuel pump low pressure. 
Defueling with passengers on board is prohibited.
    The limitations contained in this AD supersede any conflicting 
basic airplane flight manual limitations.''

AFM Revision: Model 747-100, -200B, -200F, -200C, -100B, -300, -100B 
SUD, 747SR, and 747SP

    (b) For Model 747-100, -200B, -200F, -200C, -100B, -300, -100B 
SUD, 747SR, and 747SP series airplanes: Within 14 days after the 
effective date of this AD, concurrently perform the actions required 
by paragraphs (b)(1) and (b)(2) of this AD:
    (1) Remove the AFM revision required by paragraph (b) of 
emergency AD 2002-18-52; and
    (2) Revise the Limitations section of the FAA-approved AFM to 
include the following (this may be accomplished by inserting a copy 
of the AD into this AFM):

``Certificate Limitations

    Fueling and use of the center auxiliary fuel tank and auxiliary 
fuel tanks 1 and 4 (if installed) is prohibited.
    The center wing tank (CWT) must contain a minimum of 17,000 
pounds (7,700 kilograms) of fuel prior to engine start, if the CWT 
override/jettison pumps are to be selected ON during flight.
    The CWT fuel quantity indication system must be operative to 
dispatch with CWT mission fuel.
    Both CWT override/jettison pump switches must be selected OFF at 
or before the CWT fuel quantity reaches 7,000 pounds (3,200 
kilograms), if the CWT fuel quantity is less than 50,000 pounds 
(22,700 kilograms) prior to engine start. The CWT override pumps may 
be selected ON during stabilized cruise conditions. Both CWT 
override/jettison pump switches must be selected OFF at or before 
the CWT fuel quantity reaches 3,000 pounds (1,400 kilograms).
    Both CWT override/jettison pump switches must be selected OFF at 
or before the CWT fuel quantity reaches 3,000 pounds (1,400 
kilograms), if the CWT fuel quantity is greater than or equal to 
50,000 pounds (22,700 kilograms) prior to engine start.
    Both CWT override/jettison pumps must be selected OFF when 
either CWT override/jettison fuel pump low pressure light 
illuminates.

Warning

    Do not reset a tripped fuel pump circuit breaker.

[[Page 61256]]

Warning

    Do not cycle the CWT pump switches from ON to OFF to ON with any 
continuous low pressure indication present.

Note

    The CWT may be emptied normally in an emergency fuel jettison.

Note

    In a low fuel situation, both CWT override/jettison pumps may be 
selected ON and all CWT fuel may be used.
    If a center wing tank pump fails with fuel in the center tank, 
shut off the affected fuel pump.
    If the main tanks are not full, the zero fuel gross weight of 
the airplane plus the weight of CWT tank fuel may exceed the maximum 
zero fuel gross weight by up to 7,000 pounds (3,200 kilograms) for 
takeoff, climb, cruise, descent, and landing, provided that the 
effects of balance (CG) have been considered.
    When defueling center or main wing tanks, the Fuel Pump Low 
Pressure indication lights must be monitored and the fuel pumps 
positioned to OFF at the first indication of fuel pump low pressure. 
Defueling with passengers on board is prohibited.
    The limitations contained in this AD supersede any conflicting 
basic airplane flight manual limitations.''

AFM Revision: Model 747-400, -400D, and -400F

    (c) For Model 747-400, -400D, and -400F series airplanes: Within 
14 days after the effective date of this AD, concurrently perform 
the actions required by paragraphs (c)(1) and (c)(2) of this AD:
    (1) Remove the AFM revision required by paragraph (c) of 
emergency AD 2002-18-52; and
    (2) Revise the Limitations section of the FAA-approved AFM to 
include the following (this may be accomplished by inserting a copy 
of the AD into this AFM):

``Certificate Limitations

    Fueling and use of the horizontal stabilizer tank (if installed) 
is prohibited if a placard prohibiting its use is installed.
    The center wing tank (CWT) must contain a minimum of 17,000 
pounds (7,700 kilograms) prior to engine start, if the CWT override/
jettison pumps are to be selected ON during flight.
    The CWT fuel quantity indication system must be operative to 
dispatch with CWT mission fuel.
    Both CWT override/jettison pump switches must be selected OFF at 
or before CWT fuel quantity reaches 7,000 pounds (3,200 kilograms), 
if CWT fuel quantity is less than 50,000 pounds (22,700 kilograms) 
prior to engine start. The CWT override pumps may be selected ON 
during stabilized cruise conditions. Both CWT override/jettison pump 
switches must be selected OFF at or before the CWT fuel quantity 
reaches 3,000 pounds (1,400 kilograms).

Note

    With CWT override/jettison pumps selected OFF and CWT fuel 
quantity greater than 6,000 pounds (2,800 kilograms), the FUEL OVRD 
CTR L & R EICAS messages will be displayed. Do not accomplish the 
associated non-normal procedure.
    Both CWT override/jettison pump switches must be selected OFF at 
or before CWT fuel quantity reaches 3,000 pounds (1,400 kilograms), 
if CWT fuel quantity is greater than or equal to 50,000 pounds 
(22,700 kilograms) prior to engine start.
    Both CWT override/jettison pumps must be selected OFF when 
either CWT override/jettison fuel pump low pressure light 
illuminates.

Warning

    Do not reset a tripped fuel pump circuit breaker.

Warning

    Do not cycle CWT override/jettison pump switches from ON to OFF 
to ON with any continuous low pressure indication present.

Note

    The center wing tank may be emptied normally during an emergency 
fuel jettison.

Note

    In a low fuel situation, both CWT override/jettison pumps may be 
selected ON and all CWT fuel may be used.
    If a center wing tank pump fails with fuel in the center tank, 
accomplish the FUEL OVRD CTR L, R non-normal procedure.
    If the main tanks are not full, the zero fuel gross weight of 
the airplane plus the weight of CWT tank fuel may exceed the maximum 
zero fuel gross weight by up to 7,000 pounds (3,200 kilograms) for 
takeoff, climb, cruise, descent, and landing, provided that the 
effects of balance (CG) have been considered.
    When defueling any fuel tanks, the Fuel Pump Low Pressure 
indication lights must be monitored and the fuel pumps positioned to 
OFF at the first indication of fuel pump low pressure. Defueling 
with passengers on board is prohibited.
    The limitations contained in this AD supersede any conflicting 
basic airplane flight manual limitations.''

AFM Revision: Model 757

    (d) For Model 757 series airplanes: Within 14 days after the 
effective date of this AD, concurrently perform the actions required 
by paragraphs (d)(1) and (d)(2) of this AD:
    (1) Remove the AFM revision required by paragraph (d) of 
emergency AD 2002-18-52; and
    (2) Revise the Limitations section of the FAA-approved AFM to 
include the following (this may be accomplished by inserting a copy 
of the AD into this AFM):

``Certificate Limitations

    The center tank fuel pumps must be OFF for takeoff if center 
tank fuel is less than 5,000 pounds (2,300 kilograms) with the 
airplane readied for initial taxi.
    Both center tank fuel pump switches must be selected OFF when 
center tank fuel quantity reaches approximately 1,000 pounds (500 
kilograms) during climb, cruise, or descent. The center tank fuel 
pumps must be positioned OFF at the first indication of fuel pump 
low pressure.
    The CWT fuel quantity indication system must be operative to 
dispatch with CWT mission fuel.

Warning

    Do not reset a tripped fuel pump circuit breaker.

Note

    The FUEL CONFIG light will illuminate when there is fuel in the 
center tank that exceeds 1,200 pounds (600 kilograms) and the center 
tank fuel pump switches are OFF. Do not accomplish the associated 
non-normal procedure prior to or during takeoff with less than 5,000 
pounds (2,300 kilograms) of center tank fuel, unless there is an 
imbalance between main tanks or fuel is low in either main tank. 
After canceling the FUEL CONFIG light, monitor fuel quantity 
indications and accomplish the appropriate non-normal procedure if a 
main tank imbalance or main tank low fuel quantity occurs.

Note

    In a low fuel situation, both center tank pumps may be selected 
ON and all center tank fuel may be used.
    If the main tanks are not full, the zero fuel gross weight of 
the airplane plus the weight of center tank fuel may exceed the 
maximum zero fuel gross weight by up to 5,000 pounds (2,300 
kilograms) for takeoff, climb, cruise, descent, and landing, 
provided that the effects of balance (CG) have been considered.
    If a center tank fuel pump fails or indicates low pressure with 
fuel in the center tank, accomplish the FUEL PUMP non-normal 
procedure.
    When defueling center or main wing tanks, the Fuel Pump Low 
Pressure indication lights must be monitored and the fuel pumps 
positioned to OFF at the first indication of fuel pump low pressure. 
Defueling with passengers on board is prohibited.
    The limitations contained in this AD supersede any conflicting 
basic airplane flight manual limitations.''

Placard Installation

    (e) For all airplanes: Within 14 days after the effective date 
of this AD, install a placard that reads as follows (alternative 
placard wording may be used if approved by an appropriate FAA 
Principal Operations Inspector):
    ``AD 2002-19-52 fuel usage restrictions required.''
    (1) For Model 747-100, -200B, -200F, -200C, -100B, -300, -100B 
SUD, 747SR, and 747SP series airplanes: Install the placard on or 
adjacent to the flight engineer's fuel control panel.
    (2) For all other airplanes: Install the placard adjacent to 
each pilot's primary flight display.
    (f) For Model 747-400, -400D, and -400F series airplanes on 
which a horizontal stabilizer tank is installed: Within 14 days 
after the effective date of this AD, install a placard adjacent to 
each pilot's primary flight display that reads as follows 
(alternative placard wording may be used if approved by an 
appropriate FAA Principal Operations Inspector):
    ``Use of horizontal stabilizer tank is prohibited.''

Terminating Actions

    (g) For all airplanes: If all fuel pumps for the center wing 
tank, horizontal stabilizer

[[Page 61257]]

tank, center auxiliary tanks, and auxiliary fuel tanks 1 and 4 on an 
airplane have been inspected using X-ray methods, and the wire 
bundle is properly routed in the pump since the most recent assembly 
of the end cap and motor-impeller housing--whether in manufacturing, 
after maintenance or inspection, or after overhaul--in accordance 
with the applicable service bulletin identified in Table 1 of this 
AD, the applicable AFM revision and placard required by paragraphs 
(a), (b), (c), (d), and (e) of this AD may be removed. Table 1 
follows:

                       Table 1.--Service Bulletins
------------------------------------------------------------------------
            For--                 Use the following service bulletin--
------------------------------------------------------------------------
Model 737 series airplanes...  Boeing Alert Service Bulletin 737-
                                28A1197, dated September 23, 2002.
Model 747 series airplanes...  Boeing Alert Service Bulletin 747-
                                28A2248, dated September 23, 2002.
Model 757-200, -200PF, -200CB  Boeing Alert Service Bulletin 757-
 series airplanes.              28A0070, dated September 23, 2002.
Model 757-300 series           Boeing Alert Service Bulletin 757-
 airplanes.                     28A0071, dated September 23, 2002.
All airplanes................  Crane Hydro-Aire Service Bulletin Crane
                                Hydro-Aire Motor-Impeller-28-01,
                                including Appendix A, dated September
                                17, 2002.
------------------------------------------------------------------------

    (h) For Model 747-400, -400D, -400F series airplanes: If both 
horizontal stabilizer tank pumps have been inspected using X-ray 
methods to ensure that the wire bundle is properly routed in the 
pump since the most recent assembly of the end cap and motor-
impeller housing--whether in manufacturing, after maintenance or 
inspection, or after overhaul--in accordance with Boeing Alert 
Service Bulletin 747-28A2248, dated September 23, 2002, and Crane 
Hydro-Aire Service Bulletin Crane Hydro-Aire Motor-Impeller-28-01, 
including Appendix A, dated September 17, 2002, the placard required 
by paragraph (f) of this AD is not required.

Part Installation

    (i) Within 4 days after receipt of emergency AD 2002-18-52, no 
person may install on any airplane a fuel pump having a part number 
contained in Table 2 of this AD, unless the pump has been inspected 
to ensure that the wire bundle is properly routed in the pump since 
the most recent assembly of the end cap and motor-impeller housing--
whether in manufacturing, after maintenance or inspection, or after 
overhaul--in accordance with the applicable service bulletin 
identified in Table 1 of this AD. Table 2 follows:

                           Table 2.--Fleets and Part Numbers for Discrepant Fuel Pumps
----------------------------------------------------------------------------------------------------------------
                Airplane                          Hydro-Aire Part No.                   Boeing Part No.
----------------------------------------------------------------------------------------------------------------
Model 737-600, -700, -700C, -800, and -   60-989100-4                         60B89004-14
 900 series airplanes.                    60-755100-4                         60B92404-8
Model 747-100, -200B, -200F, -200C, SR,   60-72301-4                          60B92603-418
 SP, -100B, -300, -100B SUD, 747SR, and   60-75501-4                          60B92404-403
 747SP series airplanes.                  60-75503-4                          60B92404-404
                                          60-755100-4                         60B92404-8
                                          60-72101-4                          60B92603-26
                                          60-98976-4                          60B89004-15
Model 747-400, -400D, and -400F series    60-98976-4                          60B89004-15
 airplanes.                               60-72101-4                          60B92603-26
Model 757 series airplanes..............  60-989100-4                         60B89004-14
                                          60-755100-4                         60B92404-8
----------------------------------------------------------------------------------------------------------------

    (j) As of 14 days after the effective date of this AD, no person 
may install on any airplane, in any pump position, a fuel pump 
motor-impeller assembly having any part number unless the assembly 
has been inspected since the most recent assembly of the end cap 
motor-impeller housing--whether in manufacturing, after maintenance 
or inspection, or after overhaul--using X-ray methods to ensure that 
the wire bundle is properly routed in the pump in accordance with 
the applicable service bulletin listed in Table 1 of this AD.
    (k) Inspection of a pump by Crane Hydro-Aire before the 
effective date of this AD is considered equivalent to an inspection 
performed in accordance with Crane Hydro-Aire Service Bulletin Crane 
Hydro-Aire Motor-Impeller-28-01, including Appendix A, dated 
September 17, 2002.

Alternative Methods of Compliance

    (l)(1) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Seattle Aircraft Certification 
Office (ACO), FAA. Operators shall submit their requests through an 
appropriate FAA Principal Maintenance and/or Operations Inspector, 
who may add comments and then send it to the Manager, Seattle ACO.
    (2) Alternative methods of compliance, approved previously in 
accordance with AD 2002-18-52 are approved as alternative methods of 
compliance with paragraphs (a), (b), (c), and (d) of this AD.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

Special Flight Permits

    (m) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be accomplished.

Incorporation by Reference

    (n) Unless otherwise provided by this AD, the actions shall be 
done per Boeing Alert Service Bulletin 737-28A1197, dated September 
23, 2002; Boeing Alert Service Bulletin 747-28A2248, dated September 
23, 2002; Boeing Alert Service Bulletin 757-28A0070, dated September 
23, 2002; Boeing Alert Service Bulletin 757-28A0071, dated September 
23, 2002; and Crane Hydro-Aire Service Bulletin Crane Hydro-Aire 
Motor-Impeller-28-01, including Appendix A, dated September 17, 
2002; as applicable. This incorporation by reference was approved by 
the Director of the Federal Register in accordance with 5 U.S.C. 
552(a) and 1 CFR part 51. Copies may be obtained from Boeing 
Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-
2207. Copies may be inspected at the FAA, Transport Airplane 
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the 
Office of the Federal Register, 800 North Capitol Street, NW., suite 
700, Washington, DC.

[[Page 61258]]

Effective Date

    (o) This amendment becomes effective on September 30, 2002.

    Issued in Renton, Washington, on September 24, 2002.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-24810 Filed 9-26-02; 10:46 am]
BILLING CODE 4910-13-P