Federal Register / Vol. 67, No. 189 / Monday, September 30, 2002 / Rules and Regulations 61253

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. 

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 FAAapproved 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: 9-anmiarcomment@faa.gov. 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 circuitprotection 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.

61254 Federal Register / Vol. 67, No. 189 / Monday, September 30, 2002 / Rules and Regulations 

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 HydroAire 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: 

• 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. 

• For each issue, state what specific 

change to the AD is being requested. 

• 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 

Federal Register / Vol. 67, No. 189 / Monday, September 30, 2002 / Rules and Regulations 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.

§ 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. 

61256 Federal Register / Vol. 67, No. 189 / Monday, September 30, 2002 / Rules and Regulations 

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

Federal Register / Vol. 67, No. 189 / Monday, September 30, 2002 / Rules and Regulations 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 series airplanes.Boeing Alert Service Bulletin 757–28A0070, dated September 23, 2002. 

Model 757–300 series airplanes ......................... Boeing Alert Service Bulletin 757–28A0071, 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 motorimpeller 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 –900 series airplanes ............................................................ 60–989100–4 

60–755100–4

60B89004–14 

60B92404–8 

Model 747–100, –200B, –200F, –200C, SR, SP, –100B, –300, –100B SUD, 747SR, and 747SP series airplanes.60–72301–4 

60–75501–4 

60–75503–4 

60–755100–4 

60–72101–4 

60–98976–4

60B92603–418 

60B92404–403 

60B92404–404 

60B92404–8 

60B92603–26 

60B89004–15 

Model 747–400, –400D, and –400F series airplanes .............................................................................. 60–98976–4 

60–72101–4

60B89004–15 

60B92603–26 

Model 757 series airplanes ...................................................................................................................... 60–989100–4 

60–755100–4

60B89004–14 

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 HydroAire before the effective date of this AD is 

considered equivalent to an inspection 

performed in accordance with Crane HydroAire 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 MotorImpeller-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. 

61258 Federal Register / Vol. 67, No. 189 / Monday, September 30, 2002 / Rules and Regulations 

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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. 29334; Amendment No. 71–34] 

Airspace Designations; Incorporation 

by Reference

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action amends the FAA 

regulations relating to airspace 

designations to reflect the approval by 

the Director of the Federal Register of 

the incorporation by reference of FAA 

Order 7400.9K Airspace Designations 

and Reporting Points. This action also 

explains the procedures the FAA will 

use to amend the listings of Class A, 

Class B, Class C, Class D, and Class E 

airspace areas and reporting points 

incorporated by reference.

DATES: These regulations are effective 

September 16, 2002. The incorporation 

by reference of FAA Order 7400.9K is 

approved by the Director of the Federal 

Register as of September 16, 2002, 

through September 15, 2003.

FOR FURTHER INFORMATION CONTACT:

Brenda Brown, Janet Glivings, or 

Christine Graves, Airspace and Rules 

Division (ATA–400), Office of Air 

Traffic Airspace Management, Federal 

Aviation Administration, 800 

Independence Avenue, SW., 

Washington, DC 20591; telephone: (202) 

267–8783.

SUPPLEMENTARY INFORMATION:

History 

FAA Order 7400.9J, Airspace 

Designations and Reporting Points, 

dated August 31, 2001, and effective 

September 16, 2001, listed Class A, 

Class B, Class C, Class D, and Class E 

airspace areas and reporting points. Due 

to the length of these descriptions, the 

FAA requested approval from the Office 

of the Federal Register to incorporate 

the material by reference in the Federal 

Aviation Regulations § 71.1 (14 CFR 

71.1). The Director of the Federal 

Register approved the incorporation by 

reference of FAA Order 7400.9J in 

§ 71.1, effective September 16, 2001, 

through September 15, 2002. During the 

incorporation by reference period, the 

FAA processed all proposed changes of 

the airspace listings in FAA Order 

7400.9J in full text as proposed rule 

documents in the Federal Register. 

Likewise, all amendments of these 

listings were published in full text as 

final rules in the Federal Register. This 

rule reflects the periodic integration of 

these final rule amendments into a 

revised edition of Airspace Designations 

and Reporting Points, Order 7400.9K. 

The Director of the Federal Register has 

approved the incorporation by reference 

of FAA Order 7400.9K in § 71.1, as of 

September 16, 2002, through September 

15, 2003. This rule also explains the 

procedures the FAA will use to amend 

the airspace designations incorporated 

by reference in part 71. Sections 71.5, 

71.31, 71.33, 71.41, 71.51, 71.61, 71.71, 

71.79, and 71.901 are also updated to 

reflect the incorporation by reference of 

FAA Order 7400.9K. 

The Rule 

This action amends part 71 of the 

Federal Aviation Regulations (14 CFR 

part 71) to reflect the approval by the 

Director of the Federal Register of the 

incorporation by reference of FAA 

Order 7400.9K, effective September 16, 

2002, through September 15, 2003. 

During the incorporation by reference 

period, the FAA will continue to 

process all proposed changes of the 

airspace listings in FAA Order 7400.9K 

in full text as proposed rule documents 

in the Federal Register. Likewise, all 

amendments of these listings will be 

published in full text as final rules in 

the Federal Register. The FAA will 

periodically integrate all final rule 

amendments into a revised edition of 

the Order, and submit the revised 

edition to the Director of the Federal 

Register for approval for incorporation 

by reference in § 71.1. 

The FAA has determined that this 

action: (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) does not warrant 

preparation of a regulatory evaluation as 

the anticipated impact is so minimal. 

This action neither places any new 

restrictions or requirements on the 

public, nor changes the dimensions or 

operating requirements of the airspace 

listings incorporated by reference in 

part 71. Consequently, notice and public 

procedure under 5 U.S.C. 553(b) are 

unnecessary. Because this action will 

continue to update the changes to the 

airspace designations, which are 

depicted on aeronautical charts, and to 

avoid any unnecessary pilot confusion, 

I find that good cause exists, under 5 

U.S.C. 553(d), for making this 

amendment effective in less than 30 

days.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference, 

Navigation (air).

Adoption of the Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows:

PART 71—DESIGNATION OF CLASS A, 

CLASS B, CLASS C, CLASS D, AND 

CLASS E AIRSPACE AREAS; 

AIRWAYS; ROUTES; AND REPORTING 

POINTS 

1. The authority citation for part 71 

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40103, 40113, 

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389.

2. Section 71.1 is revised to read as 

follows:

§ 71.1 Applicability. 

The complete listing for all Class A, 

Class B, Class C, Class D, and Class E 

airspace areas and for all reporting 

points can be found in FAA Order 

7400.9K, Airspace Designations and 

Reporting Points, dated August 30, 

2002. 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. The 

approval to incorporate by reference 

FAA Order 7400.9K is effective 

September 16, 2002, through September 

15, 2003. During the incorporation by 

reference period, proposed changes to 

the listings of Class A, Class B, Class C, 

Class D, and Class E airspace areas and 

to reporting points will be published in 

full text as proposed rule documents in 

the Federal Register. Amendments to 

the listings of Class A, Class B, Class C, 

Class D, and Class E airspace areas and 

to reporting points will be published in 

full text as final rules in the Federal 

Register. Periodically, the final rule 

amendments will be integrated into a 

revised edition of the Order and 

submitted to the Director of the Federal 

Register for approval for incorporation 

by reference in this section. Copies of 

FAA Order 7400.9K may be obtained 

from the Airspace and Rules Division, 

ATA–400, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591, 

(202) 267–8783. Copies of FAA Order