{"id":"F2006L01694","name":"AD/B767/223 - Electrical Bonding - Engine Fuel Feed Tube","slug":"ad-b767-223-electrical-bonding-engine-fuel-feed-tube","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":59452,"registerId":"commonwealth-F2006L01694-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Boeing 767 Series Aeroplanes","sectionType":"division","heading":"Boeing 767 Series Aeroplanes","content":"### Boeing 767 Series Aeroplanes\n\n| AD/B767/223 | Electrical Bonding - Engine Fuel Feed Tube | 7/2006 |\n| ----------- | ------------------------------------------ | ------ |\n\n| Applicability: | Model 767-200, -300 and -300F series aeroplanes, as identified in Boeing Service Bulletin (SB) 767-28A0071, Revision 2, dated 8 December 2005 together with Model 767-400ER series aeroplanes, as identified in Boeing SB 767-28A0072, Revision 2, dated 8 December 2005,                                   |\n| -------------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | 1. Accomplish a test of the bonding resistance between the engine fuel feed tube fitting and the front spar and apply sealant on a hex nut inside the dry bay in accordance with SB 767-28A0071, Revision 2, or SB 767-28A0072, Revision 2, as applicable.                                                  |\n|                | 2. Carry out all applicable actions to correct anomalies detected during the Requirement 1 tests, by accomplishing all of the actions in the applicable service bulletin.                                                                                                                                   |\n|                | Actions accomplished before the effective date of this Directive in accordance with Boeing Alert Service Bulletin (ASB) 767-28A0071, Revision 1, dated 22 January 2004 or Boeing ASB 767-28A0072, Revision 1, dated 22 January 2004, are acceptable for compliance with the Requirements of this Directive. |\n|                | Later revisions of the above SB(s), approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2006-08-04 are considered acceptable for compliance with the equivalent Requirements of this Directive.                                       |\n|                | Note: FAA AD 2006-08-04 Amdt 39-14558 refers.                                                                                                                                                                                                                                                               |\n| Compliance:    | For Requirement 1 - Within 60 months after the effective date of this Directive.                                                                                                                                                                                                                            |\n|                | For Requirement 2 - Before further flight after accomplishing Requirement 1.                                                                                                                                                                                                                                |\n|                | This Airworthiness Directive becomes effective on 6 July 2006.                                                                                                                                                                                                                                              |\n\n| Background: | The FAA has received a report advising that the engine fuel feed tubes on certain Model 767 aeroplanes were found not electrically bonded to the front spar. This Directive requires performing a test of the bonding resistance between the engine fuel feed tube fitting and the front spar, applying sealant on a hex nut inside the dry bay, and performing any applicable corrective actions, these measures are designed to prevent an ignition source from entering the fuel tank during a lightning strike event, which could cause a fuel tank explosion. |\n| ----------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n![](image.001.png)  \nJames Coyne  \nDelegate of the Civil Aviation Safety Authority\n\n26 May 2006","sortOrder":0},{"sectionNumber":"AD/B767/223","sectionType":"part","heading":"AD/B767/223","content":"## AD/B767/223","sortOrder":1},{"sectionNumber":"Electrical Bonding - Engine Fuel Feed Tu","sectionType":"part","heading":"Electrical Bonding - Engine Fuel Feed Tube","content":"## Electrical Bonding - Engine Fuel Feed Tube","sortOrder":2},{"sectionNumber":"7/2006","sectionType":"part","heading":"7/2006","content":"## 7/2006","sortOrder":3}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is a standard, targeted airworthiness directive addressing a specific safety defect (electrical bonding of fuel feed tubes). It has not expanded beyond its original purpose of preventing fuel tank explosions due to lightning strikes. The scope remains tightly focused on the identified Boeing 767 models and the specific technical fix required."},"complexity_factors":["Short, single-purpose directive with only 2 substantive requirements","Heavy reliance on external technical documents (Boeing Service Bulletins) rather than spelling out procedures in the text itself","Cross-reference to US FAA AD 2006-08-04 for context","Conditional compliance pathway allowing prior work under earlier revisions to satisfy requirements","Limited defined terms (only standard aviation acronyms like SB, ASB, AMOC, FAA)","Clear, tabular format with distinct Applicability, Requirement, Compliance, and Background sections"],"plain_english_summary":"This AD mandates testing the electrical bond between the engine fuel feed tube and the front spar, sealing a hex nut inside the dry bay, and repairing any defects found, to eliminate a lightning-induced ignition risk near the fuel tank. It applies to specified Boeing 767-200/300/300F/400ER aircraft listed in two Boeing service bulletins. Work must be completed within 60 months (repairs before next flight if defects found); effective 6 July 2006."},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This Directive sticks to the original safety objective: verify and, if necessary, correct electrical bonding of the engine fuel feed tube to the front spar and seal a hex nut in the dry bay to reduce lightning-ignition risk. It applies only to the specified Boeing 767 models and relies on the Boeing service bulletins and FAA ADs for procedural details. The Directive accepts prior compliance under earlier ASBs and permits later SB revisions only with FAA AMOC approval, but these provisions are procedural and do not materially expand the Directive’s technical scope or purpose."},"complexity_factors":["Short, focused directive with two main requirements (Requirement 1: test and sealant; Requirement 2: corrective actions).","Single clear applicability clause limited to specific Boeing 767 model groups identified by two specific Boeing SBs.","One compliance timeline with two conditions (60 months for the test; corrective actions before further flight).","Cross-references to manufacturer service bulletins (SB 767-28A0071 and SB 767-28A0072) and to FAA AD 2006-08-04.","Acceptance clauses for prior work (ASB Revision 1) and for later SB revisions only if approved by the FAA as an AMOC (introduces a conditional approval path).","No extensive definitions section, no nested exceptions beyond the AMOC/prior-work acceptance clauses."],"plain_english_summary":"**What this directive does (mechanically)\n\n- Requires operators of certain Boeing 767 aeroplanes to test the electrical bonding resistance between the engine fuel feed tube fitting and the front spar (Requirement 1).\n- Requires application of sealant on a hex nut inside the dry bay as specified in the applicable Boeing Service Bulletin (SB) when doing the test (Requirement 1).\n- Requires any corrective actions listed in the applicable Boeing SB to be carried out if the test finds anomalies (Requirement 2).\n- Sets a compliance timeframe: the test and sealant must be done within 60 months after the directive’s effective date; any corrective action must be completed before the aeroplane is next flown after an anomalous test result (Compliance).\n- Accepts prior compliance if the work was done under earlier Boeing Alert Service Bulletins (Revision 1) and accepts later SB revisions if those later revisions have been approved by the U.S. Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC).\n\n**Who this affects\n\n- Owners/operators and maintenance organisations responsible for Boeing 767-200, -300, -300F and 767-400ER series aeroplanes identified in Boeing SB 767-28A0071 (Revision 2) or SB 767-28A0072 (Revision 2).\n\n**Why it matters (stated purpose and operational effect)\n\n- Stated purpose: to ensure the engine fuel feed tube is electrically bonded to the front spar and that the hex nut inside the dry bay is sealed, so an ignition source cannot enter the fuel tank during a lightning strike (Background). The mechanical effect is an inspection plus a small modification (sealant) and any repairs needed to remedy bonding defects.\n\n**Practical implications, costs and incentives\n\n- Who pays: aircraft owners/operators pay for the inspection, sealant application and any corrective repairs (Requirement 1 and 2).\n- Downtime and scheduling: the work may be scheduled within a broad 60‑month window, so operators can plan this into maintenance cycles; however, if corrective action is required after a test, that corrective work must be completed before the aeroplane can fly again (potential immediate grounding risk for that aircraft) (Compliance).\n- Scope of work: most aircraft will require only the test and sealant; a subset with bonding anomalies will incur additional repair costs and labour (Requirement 2).\n- Compliance path: the Directive relies on detailed Boeing service bulletins for the procedural steps. The regulator accepts earlier work done under Revision 1 ASBs and also permits later SB revisions only if the FAA approves them as AMOCs, so operators must track which SB revision was used and whether any later revision has FAA AMOC approval.\n\n**Implementation and regulatory discretion\n\n- The Directive delegates the exact technical steps to the Boeing SBs, so maintenance organisations must follow those documents. The acceptance of later SB revisions depends on FAA approval as an AMOC, introducing a cross‑jurisdictional approval link to the FAA (note referring FAA AD 2006‑08‑04).\n\n**Trade‑offs, risks and distributional notes\n\n- Trade‑offs: the measure trades operator cost and possible short‑term aircraft downtime for reduced risk of fuel tank ignition during lightning strikes.\n- Concentrated effects: costs fall on the identifiable set of operators of the affected 767 models; safety benefits are concentrated on those same operators and their passengers/aircraft.\n- Implementation risk: the work is procedural and relies on maintenance quality and correct interpretation of SBs; improperly performed bonding tests or sealant application would defeat the safety objective.\n\n(References: Requirement 1 and 2; Compliance; Applicability; Background; acceptance clauses regarding Boeing ASB Revision 1 and later SB revisions approved by FAA AMOC.)"},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/ad-b767-223-electrical-bonding-engine-fuel-feed-tube","history":"/api/acts/ad-b767-223-electrical-bonding-engine-fuel-feed-tube/history","analysis":"/api/acts/ad-b767-223-electrical-bonding-engine-fuel-feed-tube/analysis","conflicts":"/api/acts/ad-b767-223-electrical-bonding-engine-fuel-feed-tube/conflicts","importantCases":"/api/acts/ad-b767-223-electrical-bonding-engine-fuel-feed-tube/important-cases","documents":"/api/acts/ad-b767-223-electrical-bonding-engine-fuel-feed-tube/documents"}}