[Federal Register Volume 68, Number 1 (Thursday, January 2, 2003)]
[Rules and Regulations]
[Pages 10-14]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-32883]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-NM-309-AD; Amendment 39-12992; AD 2002-24-51]
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 document publishes in the Federal Register an amendment 
adopting airworthiness directive (AD) 2002-24-51 that was sent 
previously to all known U.S. owners and operators of the airplane 
models described previously by individual notices. This AD requires 
revising the Airplane Flight Manual to require the flightcrew to 
maintain certain minimum fuel levels in the center fuel tanks and, for 
certain airplanes, to prohibit the use of the horizontal stabilizer 
fuel tank and the certain center auxiliary fuel tanks. This action is 
prompted by reports indicating that two fuel tank pumps showed evidence 
of extreme localized overheating of parts in the priming and vapor pump 
section of the fuel pump; such overheating provides an ignition source 
in the fuel tank during dry running of the pump, which could result in 
fire/explosion of the fuel tank. The actions specified by this AD are 
intended to require the flightcrew to maintain certain minimum fuel 
levels in the center fuel tanks and, for certain airplanes and, for 
certain airplanes to prohibit the use of the horizontal stabilizer fuel 
tank and certain center auxiliary fuel tanks.

DATES: Effective January 7, 2003, to all persons except those persons 
to whom it was made immediately effective by emergency AD 2002-24-51, 
issued November 23, 2002, which contained the requirements of this 
amendment.
    Comments for inclusion in the Rules Docket must be received on or 
before March 3, 2003.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2002-NM-309-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this

[[Page 11]]

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-309-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.
    Information pertaining to this amendment 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: Bernie Gonzalez, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 227-2682; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION: On November 23, 2002, the FAA issued 
emergency AD 2002-24-51, which is applicable to all Boeing Model 737-
600, -700, -700C, -800, and -900 series airplanes; Model 747 series 
airplanes; and Model 757 series airplanes.
    The FAA has received reports indicating that two fuel tank pumps 
from different Model 747 series airplanes showed evidence of extreme 
localized overheating of parts in the priming and vapor pump section of 
the fuel pump. The priming and vapor pump section of the pump is open 
to the fuel tank via the pump inlet line and the vapor vent of the 
pump. The cause of this overheating is believed to be friction between 
the pump parts; however, the specific cause of the friction is unknown 
at this time.
    One of the two pumps was an override/jettison pump of the inboard 
main tank. The pump had been removed so that X-ray inspections 
specified in AD 2002-19-52, amendment 39-12900 (67 FR 61253, September 
30, 2002), could be performed. The pump had been installed on the 
airplane for 6,000 flight hours. Since scoring was found on the inducer 
housing of the pump, the pump was disassembled, at which time evidence 
of severe overheating of the priming and vapor pump section was found. 
The Stellite (cobalt/chrome/nickel/iron alloy) end plates of the 
priming and vapor section of the pump were blued and cracked from 
thermal stress, and the steel pump shaft in that same area was also 
blued. According to the pump manufacturer, bluing of the steel and/or 
Stellite materials is evidence of temperatures in excess of 1,100 
degrees Fahrenheit. It is believed that such temperatures could only be 
reached during dry running of the pump. The previous operational 
history of this pump is under investigation to determine how dry 
running could have occurred. Adjacent areas of the shaft were 
blackened. In addition, the aluminum bearing housing adjacent to the 
back side of the end plate had melted.
    The other pump was an override/jettison pump of the center tank, 
which had been removed from a Model 747-400 series airplane due to a 
low pressure warning received in the flight deck. The pump had been 
installed on the airplane for 3,500 flight hours. The pump was found 
with the thermal fuses of the electrical motor winding open, which 
indicates an overheat condition in the motor section. Such overheating 
may be due to the pump rotor dragging or locking. Evidence of severe 
overheating of the priming and vapor pump section was found. The end 
plates of the priming and vapor section of the pump were blued and 
cracked from thermal stress, and the pump shaft in that same area was 
blued.
    Such overheating of the parts in the priming and vapor pump section 
of the fuel pump provides an ignition source in the fuel tank during 
dry running of the pump, which could result in fire/explosion of the 
fuel tank.

Similar Parts

    The pumps involved in the two reports described previously have the 
same part numbers as those that were addressed in AD 2002-19-52. The 
fuel pumps installed on Model 737-600, -700, -700C, -800, and -900; 
Model 747; and Model 757 series airplanes are all potentially affected 
since the pumps are almost identical in design.

FAA's Determination

    In light of these reports, we find that procedures must be included 
in the Airplane Flight Manual (AFM) to require the flightcrew to 
maintain certain minimum fuel levels in the center fuel tanks, and to 
prohibit the use of the horizontal stabilizer fuel tank (for Model 747-
400 series airplanes) and certain center auxiliary fuel tanks (on Model 
747 series airplanes). Those procedures specify crew monitoring of fuel 
levels and shutoff of center fuel tank pumps at specified levels that 
ensure the pump inlet remains covered during pump operation. Covering 
the pump inlet prevents fuel vapors from coming into contact with 
potentially overheated parts in the priming and vapor pump section of 
the fuel pump, and likely prevents the overheating condition itself. 
Those procedures also require deactivation of the horizontal stabilizer 
tank on Model 747-400 series airplanes and certain auxiliary fuel tanks 
of Model 747 series airplanes because the small size of the tank and 
the high flow rate of the pumps make it impractical to effectively 
apply an early shutoff procedure.

Explanation of Requirements of the Rule

    Since the unsafe condition described is likely to exist or develop 
on other airplanes of the same type design, the FAA issued emergency AD 
2002-24-51 to revising the AFM to require the flightcrew to maintain 
certain minimum fuel levels in the center fuel tanks, and to prohibit 
the use of the horizontal stabilizer fuel tank (for Model 747-400 
series airplanes) and certain center auxiliary fuel tanks (on Model 747 
series airplanes).
    Some operators may already have accomplished the AFM revisions 
required by this AD since those revisions are identical to the AFM 
revisions required by AD 2002-19-52. However, the terminating action 
(i.e., X-ray inspections of the fuel pumps) provided by AD 2002-19-52 
allows operators to remove those AFM revisions. The unsafe condition 
addressed in AD 2002-19-52 was caused by chafed wiring, so the 
terminating action for that AD is not effective in eliminating the 
unsafe condition addressed in this AD. Therefore, for operators that 
have accomplished the terminating action specified in AD 2002-19-52, 
this new AD requires that those AFM revisions be reinstated.

Interim Action

    This is considered to be interim action until final action is 
identified, at which time the FAA may consider further rulemaking.
    Since it was found that immediate corrective action was required, 
notice and opportunity for prior public comment thereon were 
impracticable and contrary to the public interest, and good cause 
existed to make the AD effective immediately by individual notices 
issued on November 23, 2002, to all known U.S. owners and operators of 
all Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes; 
Model 747 series airplanes; and Model 757 series airplanes. These 
conditions still exist, and the AD is hereby published in the Federal 
Register as an amendment to section 39.13 of the Federal Aviation

[[Page 12]]

Regulations (14 CFR 39.13) to make it effective to all persons.

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.
    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 statement is made: ``Comments 
to Docket Number 2002-NM-309-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, 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 the following new 
airworthiness directive:

2002-24-51 Boeing: Amendment 39-12992. Docket 2002-NM-309-AD.

    Applicability: Model 737-600, -700, -700C, -800, and -900 series 
airplanes; Model 747 series airplanes; and Model 757 series 
airplanes; certificated in any category.
    Compliance: Required as indicated, unless accomplished 
previously.
    To require the flightcrew to maintain certain minimum fuel 
levels in the center fuel tanks, and to prohibit the use of the 
horizontal stabilizer fuel tank (for Model 747-400 series airplanes) 
and certain center auxiliary fuel tanks (on Model 747 series 
airplanes), accomplish the following:

    Note 1: Accomplishment of the actions required by paragraphs (a) 
through (d) of AD 2002-19-52, amendment 39-12900, is acceptable for 
compliance with the requirements of paragraphs (b) through (e) of 
this AD. This AD does not require that those actions be repeated 
unless the terminating actions specified in paragraphs (g) and (h) 
of AD 2002-19-52 have been accomplished and the AFM revisions and 
placard(s) have been removed.

    (a) Accomplishment of the terminating actions specified in 
paragraphs (g) and (h) of AD 2002-19-52, amendment 39-12900, does 
not allow removal of the AFM revisions required by paragraphs (a), 
(b), (c), and (d) of AD 2002-19-52, or paragraphs (b), (c), (d), and 
(e) of this AD.

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

    (b) For Model 737-600, -700, -700C, -800, and -900 series 
airplanes: Within 4 days after receipt of this AD, revise the 
Limitations Section of the 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

    (c) For Model 747-100, -200B, -200F, -200C, -100B, -300, -100B 
SUD, 747SR, and 747SP series airplanes: Within 4 days after receipt 
of this AD, revise the Limitations Section of the AFM to include the 
following (this may be accomplished by inserting a copy of this AD 
into the AFM):

[[Page 13]]

``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.

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

    (d) For Model 747-400, -400D, and -400F series airplanes: Within 
4 days after receipt of this AD, revise the Limitations Section of 
the AFM to include the following (this may be accomplished by 
inserting a copy of this AD into the 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

    (e) For Model 757 series airplanes: Within 4 days after receipt 
of this AD, revise the Limitations Section of the 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, 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.''

Alternative Methods of Compliance

    (f)(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.

[[Page 14]]

Operators shall submit their requests through an appropriate FAA 
Principal 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 2002-19-52, amendment 39-12900, are not 
considered to be approved as alternative methods of compliance with 
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

    (g) 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.

Effective Date

    (h) This amendment becomes effective on January 7, 2003, to all 
persons except those persons to whom it was made immediately 
effective by emergency AD 2002-24-51, issued on November 23, 2002, 
which contained the requirements of this amendment.

    Issued in Renton, Washington, on December 23, 2002.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-32883 Filed 12-31-02; 8:45 am]
BILLING CODE 4910-13-P