{"id":"F2008L02819","name":"AD/B767/244 - Auxiliary Fuel Tanks","slug":"ad-b767-244-auxiliary-fuel-tanks","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":75003,"registerId":"commonwealth-F2008L02819-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/B767/244 | Auxiliary Fuel Tanks | 9/2008 |\n| ----------- | -------------------- | ------ |\n\n```html\n

Applicability:

Model 767 aeroplanes equipped with auxiliary fuel tanks installed in accordance with specified United States Federal Aviation Administration (FAA) Supplemental Type Certificates (STC) as follows:

Aeroplane Series

Auxiliary Tank STC

767-200

SA5544NM

Requirement:

Deactivate the auxiliary fuel tanks, in accordance with an approved deactivation procedure. Any auxiliary tank component that remains on the aeroplane must be secured and must have no effect on the continued operational safety and airworthiness of the aeroplane. Deactivation may not result in the need for additional instructions for continued airworthiness.

Note 1: Appendix A of this Directive provides criteria that should be included in the deactivation procedure.

Note 2: FAA AD 2008-12-03 Amdt 39-15546 refers.

Compliance:

On or before 16 December 2008.

This Airworthiness Directive becomes effective on 28 August 2008.

Background:

This Directive requires deactivation of Rogerson Aircraft Corporation auxiliary fuel tanks. The Directive results from fuel system reviews conducted by the manufacturer, which identified potential unsafe conditions for which the manufacturer has not provided corrective actions and is issued to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapours, could result in fuel tank explosions and consequent loss of the aeroplane.

\n```\n\n![](image.001.png) \nJames Coyne \nDelegate of the Civil Aviation Safety Authority\n\n16 July 2008\n\n \nAppendix A - Auxiliary Fuel Tank Deactivation Criteria\n\nThe auxiliary fuel tank deactivation procedure required by this Directive should address the following actions.\n\n1. Permanently drain auxiliary fuel tanks, and clear them of fuel vapours to eliminate the possibility of out-gassing of fuel vapours from the emptied auxiliary tank.\n\nNote: If applicable, removing the bladder might help eliminate out-gassing.\n\n2. Disconnect all electrical connections from the fuel quantity indication system (FQIS), fuel pumps if applicable, float switches, and all other electrical connections required for auxiliary tank operation, and stow them at the auxiliary tank interface.\n\n3. Disconnect all pneumatic connections if applicable, cap them at the pneumatic source, and secure them.\n\n4. Disconnect all fuel feed and fuel vent plumbing interfaces with aeroplane original equipment manufacturer (OEM) tanks, cap them at the aeroplane tank side, and secure them in accordance with a approved method; one approved method is specified in United Stated Federal Aviation Administration advisory Circular AC 25-8 Fuel Tank Systems Installations. In order to eliminate the possibility of structural deformation during cabin decompression, leave open and secure the disconnected auxiliary fuel tank vent lines.\n\n5. Pull and collar all circuit breakers used to operate the auxiliary tank.\n\n6. Revise the weight and balance document, if required, and obtain CASA approval.\n\n7. Amend the applicable sections of the applicable aircraft flight manual (AFM) to indicate that the auxiliary fuel tank is deactivated. Remove auxiliary fuel tank operating procedures to ensure that only the OEM fuel system operational procedures are contained in the AFM. Amend the Limitations Section of the AFM to indicate that the AFM Supplement for the Supplemental Type Certificate is not in effect. Place a placard in the flight deck indicating that the auxiliary tank is deactivated. The AFM revisions specified in this paragraph may be accomplished by inserting a copy of this Directive into the AFM.\n\n8. Amend the applicable sections of the applicable aeroplane maintenance manual to remove auxiliary tank maintenance procedures.\n\n9. After the auxiliary fuel tank is deactivated, accomplish procedures such as leak checks and pressure checks deemed necessary before returning the aeroplane to service. These procedures must include verification that the aeroplane fuel quantity indication system and fuel distribution systems have not been adversely affected.\n\n10. Include with the operator's proposed procedures any relevant information or additional steps that are deemed necessary by the operator to comply with the deactivation and return the aeroplane to service.","sortOrder":0},{"sectionNumber":"AD/B767/244","sectionType":"part","heading":"AD/B767/244","content":"## AD/B767/244","sortOrder":1},{"sectionNumber":"Auxiliary Fuel Tanks","sectionType":"part","heading":"Auxiliary Fuel Tanks","content":"## Auxiliary Fuel Tanks","sortOrder":2},{"sectionNumber":"9/2008","sectionType":"part","heading":"9/2008","content":"## 9/2008","sortOrder":3}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope targeting a specific unsafe condition in a specific aircraft modification. The detailed Appendix A provides implementation guidance without expanding the regulatory scope beyond the safety-critical deactivation requirement."},"complexity_factors":["Single, specific aircraft model and modification (767-200 with STC SA5544NM)","Clear compliance deadline (16 December 2008)","10-step procedural checklist in Appendix A with specific technical requirements","References to external FAA documents (AD 2008-12-03, AC 25-8)","Requires CASA approval for weight/balance revisions","No nested exceptions or conditional logic — straightforward mandate with prescriptive steps"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — a mandatory safety order issued by Australia's aviation regulator (CASA). It applies to specific **Boeing 767-200 aircraft** that have extra fuel tanks installed via a particular US certification (called an STC, or Supplemental Type Certificate).\n\n**What it does:**\n- **Orders owners/operators to permanently shut down (deactivate) these auxiliary fuel tanks** by 16 December 2008.\n- Requires specific steps: draining fuel, disconnecting electrical and fuel lines, updating flight manuals, and placing warning placards in the cockpit.\n- Any tank parts left on the plane must be secured so they don't affect safety.\n\n**Why it matters:**\nThe manufacturer found potential ignition sources inside these fuel tanks that could cause explosions. Since no fix was available, CASA mandated deactivation to prevent catastrophic accidents.\n\n**Who it affects:**\nAirlines or operators flying Boeing 767-200s with Rogerson Aircraft Corporation auxiliary tanks certified under FAA STC SA5544NM."},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The Directive is narrowly targeted to deactivate a particular auxiliary-tank STC installation on 767-200 aeroplanes because of identified fuel-system safety concerns. It does not expand the subject matter beyond its original safety purpose (removing an identified potential ignition source from auxiliary tanks) and remains limited in applicability and measures required."},"complexity_factors":["Single aeroplane series and single STC applicability (Boeing 767-200 with STC SA5544NM) — narrow scope","Short principal requirement but an appendix with 10 substantive procedural steps (Appendix A)","Cross-references to FAA materials (FAA AD 2008-12-03 and FAA AC 25-8)","Regulatory approval point: CASA approval required for weight-and-balance changes","Operational/documentation changes required (AFM, maintenance manual, placards)","Compliance deadline and effective date — adds time-pressure dimension"],"plain_english_summary":"**What this instrument does (mechanically)**\n\n- Requires operators of Boeing 767-200 aeroplanes fitted with Rogerson auxiliary fuel tanks under FAA Supplemental Type Certificate SA5544NM to deactivate those auxiliary tanks (Requirement section).\n- Deactivation must follow an approved deactivation procedure and leave any remaining tank parts secured and harmless to the aeroplane’s continued airworthiness (Requirement). The deactivation must not create new ongoing continued-airworthiness instructions.\n- Specifies a compliance deadline (on or before 16 December 2008) and an effective date (28 August 2008).\n- Appendix A lists criteria and stepwise actions the deactivation procedure should address, including: permanently draining and purging tanks, disconnecting electrical and pneumatic lines, capping and securing fuel plumbing, pulling circuit breakers, revising weight-and-balance if required (with CASA approval), amending the Aircraft Flight Manual (AFM) and maintenance manual, placarding the flight deck to indicate deactivation, and performing leak/pressure checks before return to service.\n\n**Who this affects**\n\n- Directly affects owners/operators of Boeing 767-200 aeroplanes that have the specific Rogerson auxiliary fuel tank installation covered by FAA STC SA5544NM (Applicability).\n- Indirectly affects maintenance organisations and certificating authorities that must approve or carry out the deactivation work and verify the aircraft’s continued airworthiness.\n\n**Why it matters (official rationale and practical implications)**\n\n- Official rationale: the manufacturer’s fuel-system reviews identified potential unsafe conditions. The deactivation is intended to remove potential ignition sources inside auxiliary fuel tanks and eliminate the risk of fuel vapour explosions (Background).\n\n- Practical trade-offs and effects:\n - Safety versus operational capability: deactivation eliminates the additional fuel capacity provided by the auxiliary tanks, which will reduce aircraft range or require operational adjustments (more fuel stops or payload restrictions). That loss of capability is borne by the aircraft operator.\n - Direct compliance costs: labour and downtime for the deactivation work; costs to revise technical documentation (AFM, maintenance manual) and placard the cockpit; possible costs if removal of components is required (Appendix A steps 1–8).\n - Regulatory steps and approvals: operators must obtain CASA approval for any weight-and-balance changes (Appendix A, step 6) and ensure deactivation procedures meet CASA-acceptable standards; the Directive refers to FAA guidance (FAA AD and AC) as relevant references (Note 2 and Appendix A step 4).\n - Implementation risk: incorrect deactivation (improper capping of fuel lines, failure to clear vapours, unsecured leftover components) could itself create hazards or adversely affect the OEM fuel system. The AD requires verification checks (Appendix A, step 9).\n - Scope for alternatives: operators could seek an approved corrective modification that allows the auxiliary tank to remain in service safely, but this requires a manufacturer or STC-holder solution; absent that, deactivation is mandated.\n\n**Who pays, who decides, and what behaviour changes**\n\n- Who pays: the aircraft owner/operator pays the direct costs of deactivation, documentation updates, inspections, and any operational costs arising from reduced fuel capacity.\n- Who decides: the operator must propose and implement the deactivation procedure; CASA must approve weight-and-balance changes and accept that the aircraft is returned to service in a continuing-airworthy state; maintenance providers who perform the work must follow the approved procedure (Requirement; Appendix A steps 6 and 10).\n- Behaviour changes required: operators must cease use of the auxiliary tanks, remove or secure auxiliary-tank systems and procedures from the AFM and maintenance manuals, and perform verification checks before returning the aircraft to service (Requirement; Appendix A steps 5–9).\n\n**Implementation and compliance burdens**\n\n- The Directive prescribes detailed technical actions (Appendix A) that require qualified maintenance staff, possible component removal, systems checks, and regulatory paperwork.\n- Additional burden arises from revising manuals and placarding, and from any operational re-planning due to reduced fuel capacity.\n\n**Source-claimed purpose and testing that claim**\n\n- The Directive claims it is issued to prevent potential ignition sources inside auxiliary tanks that could, with flammable vapours, cause an explosion and loss of the aeroplane (Background). Mechanically, the Directive eliminates the auxiliary fuel system as a potential source by requiring deactivation and verification that the OEM fuel system is unaffected. The main costs are concentrated on operators who used the auxiliary tanks (they lose range and absorb deactivation costs); the safety benefit is distributed across passengers, crew and the aviation system as a whole.\n"},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/ad-b767-244-auxiliary-fuel-tanks","history":"/api/acts/ad-b767-244-auxiliary-fuel-tanks/history","analysis":"/api/acts/ad-b767-244-auxiliary-fuel-tanks/analysis","conflicts":"/api/acts/ad-b767-244-auxiliary-fuel-tanks/conflicts","importantCases":"/api/acts/ad-b767-244-auxiliary-fuel-tanks/important-cases","documents":"/api/acts/ad-b767-244-auxiliary-fuel-tanks/documents"}}