10 Federal Register / Vol. 68, No. 1 / Thursday, January 2, 2003 / Rules and Regulations 

(1) The incorporation by reference of 

Honeywell Alert Service Bulletin 109XXXX–

30–38, dated August 8, 2002, was approved 

previously by the Director of the Federal 

Register as of November 8, 2002 (67 FR 

65298, October 24, 2002). 

(2) The incorporation by reference of 

McDonnell Douglas Service Bulletin 30–59, 

dated September 18, 1989; McDonnell 

Douglas Service Bulletin 30–59, Revision 1, 

dated January 5, 1990; and McDonnell 

Douglas Service Bulletin 30–59, Revision 2, 

dated August 15, 1990; was approved 

previously by the Director of the Federal 

Register as of January1 7, 1992 (57 FR 2014, 

January 17, 1992). 

(3) The incorporation by reference of the 

remaining service bulletins listed in Table 1 

of this AD, was approved previously by the 

Director of the Federal Register as of May 7, 

2001 (66 FR 17499, April 2, 2001). 

(4) Copies may be obtained from Boeing 

Commercial Aircraft Group, Long Beach 

Division, 3855 Lakewood Boulevard, Long 

Beach, California 90846, Attention; Data and 

Service Management, Dept. C1–L5A (D800–

0024). Copies may be inspected at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or at the 

FAA, Los Angeles Aircraft Certification 

Office, 3960 Paramount Boulevard, 

Lakewood, California; or at the Office of the 

Federal Register, 800 North Capitol Street, 

NW., suite 700, Washington, DC. 

Effective Date 

(o) The effective date of this amendment 

remains November 8, 2002.

Issued in Renton, Washington, on 

December 23, 2002. 

Vi L. Lipski, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 02–32881 Filed 12–31–02; 8:45 am] 

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. 2002–NM–271–AD; Amendment 

39–12970; AD 2002–24–05] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 727 Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule; correction.

SUMMARY: This document corrects a 

typographical error that appeared in 

airworthiness directive (AD) 2002–24–

05 that was published in the Federal 

Register on December 3, 2002 (67 FR 

71808). The typographical error resulted 

in identification of certain airplanes in 

the applicability of the AD as having 

serial numbers instead of line numbers. 

This AD is applicable to certain Boeing 

Model 727 series airplanes. This AD 

requires detailed inspections to detect 

cracking and corrosion of the upper 

chord of the rear spar of the wing; and 

repair, if necessary. This action also 

requires detailed inspections to detect 

and permanently repair any cracking 

that has been previously repaired by 

stop-drilling.

DATES: Effective December 18, 2002.

FOR FURTHER INFORMATION CONTACT: Ivan 

Li, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington, 

98055–4056; telephone (425) 227–2131; 

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION:

Airworthiness Directive (AD) 2002–24–

05, amendment 39–12970, applicable to 

certain Boeing Model 727 series 

airplanes, was published in the Federal 

Register on December 3, 2002 (67 FR 

71808). That AD requires detailed 

inspections to detect cracking and 

corrosion of the upper chord of the rear 

spar of the wing; and repair, if 

necessary. That AD also requires 

detailed inspections to detect and 

permanently repair any cracking that 

has been previously repaired by stopdrilling. 

As published, the applicability 

section of the AD specifies, ‘‘Model 727 

series airplanes, serial numbers 1 

through 1832 inclusive; certificated in 

any category.’’ Identification of the 

airplanes was inadvertently specified as 

‘‘serial numbers 1 through 1832 

inclusive.’’ The correct identification if 

‘‘line numbers 1 through 1832 

inclusive.’’

Since no other part of the regulatory 

information has been changed, the final 

rule is not being republished in the 

Federal Register. 

The effective of this AD remains 

December 18, 2002.

§ 39.13 [Corrected] 

On page 71809, in the third column, 

‘‘Applicability’’ of AD 2002–24–05 is 

corrected to read as follows:

* * * * *

‘‘Applicability: Model 727 series 

airplanes, line numbers 1 through 1832 

inclusive; certificated in any category.’’

* * * * *

Issued in Renton, Washington, on 

December 23, 2002. 

Vi L. Lipski, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 02–32882 Filed 12–31–02; 8:45 am] 

BILLING CODE 4910–13–U

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. 

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

Federal Register / Vol. 68, No. 1 / Thursday, January 2, 2003 / Rules and Regulations 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: 9-anmiarcomment@faa.gov. 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

12 Federal Register / Vol. 68, No. 1 / Thursday, January 2, 2003 / Rules and Regulations 

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.

§ 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):

Federal Register / Vol. 68, No. 1 / Thursday, January 2, 2003 / Rules and Regulations 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.

14 Federal Register / Vol. 68, No. 1 / Thursday, January 2, 2003 / Rules and Regulations 

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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2002–NM–314–AD; Amendment 

39–12993; AD 2002–24–52] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–400, –400D, and –400F 

Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule; request for 

comments. 

SUMMARY: This document publishes in 

the Federal Register an amendment 

adopting airworthiness directive (AD) 

2002–24–52 that was sent previously to 

all known U.S. owners and operators of 

all Boeing Model 747–400, –400D, and 

–400F series airplanes by individual 

notices. This AD continues to require 

revising the Airplane Flight Manual 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. 

This AD also removes the reference to 

placards that was specified in the 

operating limitations required by 

another AD. This action is prompted by 

reports indicating that two fuel 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 to prohibit the 

use of the horizontal stabilizer fuel tank.

DATES: Effective January 6, 2003, to all 

persons except those persons to whom 

it was made immediately effective by 

emergency AD 2002–24–52, issued 

November 24, 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–

314–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–314–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 24, 2002, the FAA issued 

emergency AD 2002–24–52, which is 

applicable to all Boeing Model 747–400, 

–400D, and –400F series airplanes. 

On November 23, 2002, the FAA 

issued emergency AD 2002–24–51, 

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 was prompted by reports indicating 

that two fuel 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. 

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. 

AD 2002–24–51 reinstated operating 

limitations originally imposed by AD 

2002–19–52, amendment 39–12900 (67 

FR 61253, September 30, 2002). 

Specifically for Model 747–400, –400D, 

and –400F series airplanes, AD 2002–

24–51 includes a provision that 

prohibits fueling and use of the 

horizontal stabilizer tank ‘‘* * * if a 

placard prohibiting its use is installed.’’

(That phrase appears in the first 

paragraph of the required operating 

limitation.) 

Actions Since Issuance of Previous Rule 

Since the issuance of that AD, we 

have become aware that the reference to 

placards in the Airplane Flight Manual 

(AFM) revision for Model 747–400, 

–400D, and –400F series airplanes 

should not have been restated because, 

unlike AD 2002–19–52, AD 2002–24–51 

does not require installation of placards. 

Therefore, if an operator has done the 

terminating actions specified in AD 

2002–19–52 and removed the placards 

required by that AD, the limitation 

imposed by AD 2002–24–51 would not 

prohibit fueling and use of the 

horizontal stabilizer tank. This would be 

contrary to the intent of AD 2002–24–

51. 

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 2002–24–52 

to continue to require 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. 

However, this AD removes the reference 

to placards that was specified in the 

operating limitations required by AD 

2002–24–51.

The compliance time of this AD 

remains the same as that specified in 

AD 2002–24–51 (‘‘within 4 days after 

receipt’’ of AD 2002–24–51). In 

addition, paragraph (b) of this AD states 

that, if an operator has already complied 

with AD 2002–24–51, it can comply