{"id":"F2006B08519","name":"AD/CFM56/14 Amdt 1 - Fuel Filter Cover Attachment Inspection","slug":"ad-cfm56-14-amdt-1-fuel-filter-cover-attachment-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":51259,"registerId":"commonwealth-F2006B08519-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/CFM56/14 Amdt 1 - Fuel Filter Cover Attachment Inspection","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 106 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \n![](image.002.png)  \nCFM International Turbine Engines \\- CFM56 Series\n\nAIRWORTHINESS DIRECTIVE\n\n![](image.002.png)\n\n![](image.002.png)  \nFor the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/CFM 56/14 and issues the following AD under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.\n\nAD/CFM56/14\n\nAmdt 1\n\n  \nFuel Filter Cover Attachment Inspection 3/2000\n\nApplicability: CFM International (CFMI) CFM56-5, CFM56-5B & CFM56-5C engines.\n\nRequirement: 1. Inspect fuel filter cover attachment hardware in accordance with CFMI Service Bulletin CFM56-5 73-136 Rev 2, or CFM56-5B 73-056 Rev 2 or CFM56-5C 73-\n\n073 Rev 2, as applicable.\n\nCompliance with the original issue of this Directive satisfies Requirement 1.\n\n2. Modify the engine driven fuel pump to provide improved filter cover retention in accordance with CFMI Service Bulletin CFM 56-5 73-A143, or CFM56-5B\n\n73-A062 or CFM56-5C 73-A078, as applicable.\n\nCompliance with Requirement 2 constitutes terminating action for this Directive.\n\nNote: DGAC 98-427 (B) R2 also refers.\n\nCompliance: 1. Unless previously accomplished, no later than the next A check after the effective date of this Directive.\n\n2. No later than 31 December 2004.\n\nThis Amendment becomes effective on 23 March 2000.\n\nBackground: The fuel filter cover is secured with six bolts torqued in helicoil inserts. Loose inserts have been discovered in two aircraft which have resulted in heavy fuel loss in flight.\n\nThis amendment requires modification of the engine driven pump to provide an improved fuel filter cover retention design.\n\nThe original issue of this Airworthiness Directive became effective on 7 October 1999.\n\n![Signature of Eugene Paul Holzapfel Delegate of the Civil Aviation Safety Authority](image.003.png)  \n\nEugene Paul Holzapfel\n\nDelegate of the Civil Aviation Safety Authority 12 February 2000\n\n![](image.002.png)\n\nThe above AD is notified in the Commonwealth of Australia Gazette on 23 February 2000.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This amendment remains tightly focused on its original purpose: addressing fuel filter cover attachment failures on CFM56-5 series engines. The amendment adds a permanent modification requirement (Requirement 2) and extends compliance timeframes, but does not expand to other engine types or unrelated systems. The scope is appropriately limited to the specific unsafe condition identified."},"complexity_factors":["Short, single-purpose document (2 pages)","Only 3 defined engine models in applicability section","Two clear requirements with explicit compliance dates","Minimal cross-referencing (only to previous AD version and French DGAC directive)","Simple conditional logic: 'unless previously accomplished' for Requirement 1","Terminating action clearly identified (Requirement 2 ends the obligation)","No nested exceptions or complex definitions section"],"plain_english_summary":"This CASA Airworthiness Directive replaces an earlier order and targets CFM56-5/-5B/-5C engines after two in‑flight heavy fuel leaks from loose fuel‑filter cover bolts. It mandates an immediate inspection at the next A‑check (after 23 Mar 2000) and a compulsory, permanent fuel‑pump modification by 31 Dec 2004 to prevent recurrence. Operators and maintenance teams of affected Airbus types must comply to eliminate the fire/safety hazard."},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":true,"description":"The amendment expanded the original AD’s scope. The original issue (effective 7 October 1999) required inspection; this Amendment adds a mandatory modification of the engine-driven fuel pump as a terminating action and sets a firm calendar deadline for that modification (31 December 2004). In other words, the instrument moved beyond recurring inspections to require a one-off design change that removes the need for further inspections under the AD."},"complexity_factors":["Short instrument (two principal operative requirements: inspection and modification)","References to six model-specific CFMI Service Bulletins (three for inspection, three for modification)","Single cross-reference to an external foreign AD (DGAC 98-427 (B) R2)","Simple compliance schedule with two deadlines (next A check; 31 December 2004)","One terminating action clause (modification terminates the AD's inspection requirement)","Minimal conditional logic and no extensive definitions or nested exceptions"],"plain_english_summary":"**What this instrument does (mechanically)\n\n- Requires operators of aircraft powered by CFM International CFM56-5, CFM56-5B and CFM56-5C engines to inspect the attachment hardware for the fuel filter cover and to modify the engine-driven fuel pump to improve retention of the fuel filter cover.  \n- The inspection must be done in accordance with the relevant CFMI Service Bulletin (model-specific documents listed in the AD).  \n- The pump modification must be done in accordance with a different set of CFMI Service Bulletins (again model-specific).  \n- Completing the modification is a terminating action for the directive (once modified, the AD’s inspection requirement no longer applies).  \n- Timing: the inspection is required by the next \"A check\" after the AD’s effective date (unless already done); the modification must be completed by 31 December 2004.  \n- This amendment revokes the previous AD and adds the mandatory modification requirement in addition to the inspection.\n\nWho is affected\n\n- Aircraft operators and maintenance organisations that operate or service aeroplanes fitted with CFM56-5, -5B or -5C engines.  \n- Maintenance personnel who must carry out the prescribed inspections and the pump modification according to CFMI Service Bulletins.  \n- CFMI (the engine manufacturer) as the author of the service instructions referenced by the AD.\n\nWhy the regulator says it matters (official rationale)\n\n- The AD states that loose helicoil inserts (the threaded inserts used where the filter cover bolts go) have been discovered on two aircraft and have resulted in heavy in-flight fuel loss.  \n- The inspection is intended to find insecure hardware; the pump modification is intended to provide an improved design that retains the fuel filter cover more reliably.\n\nTesting the official rationale against costs, incentives and trade-offs\n\n- Who pays: aircraft operators bear the direct costs—labour, parts and aircraft downtime for the inspection and for the pump modification.  \n- Who decides: the Civil Aviation Safety Authority (CASA) delegate issued the AD and mandates compliance; CFMI provides the technical instructions (service bulletins) that maintenance organisations must follow.  \n- Behaviour changes required: operators must add the inspection to their next A check if not already done, schedule and fund the pump modification by the deadline, and retain compliance records.  \n- Incentive structure: completing the modification eliminates the need for recurring inspections under this AD, so operators have a clear incentive to undertake the (one-off) modification rather than repeatedly performing inspections.  \n- Compliance burden and implementation risk: the burden is operational (scheduling, workshop capacity, possible supply of modification parts). Small operators with limited spare capacity or cash flow will experience the same safety requirement but proportionally higher operational impact.  \n- Effects on private enterprise and competition: manufacturers supplying modification parts gain contracted work; maintenance providers gain work to perform the modification. Airlines or operators incur costs that are not directly offset by the regulator; these costs may be concentrated on operators while safety benefits are diffuse.  \n- Recordkeeping and certification: standard maintenance records must show compliance with the AD and the referenced service bulletins.  \n\nOther practical points and cross-references\n\n- The AD relies on CFMI Service Bulletins for the technical steps; CASA enforces compliance by mandating those service bulletins.  \n- The AD notes a related foreign airworthiness directive (DGAC 98-427 (B) R2), indicating similar action by another aviation authority.  \n- The AD specifies that compliance with the original (first) issue of the Directive satisfies the inspection requirement, and that completing the modification is terminating action for the AD.\n\nOverall operational effect in plain terms\n\n- Operators must check and, if necessary, fix the fuel filter cover attachment hardware at the next routine maintenance check, and must schedule a modification of the engine-driven fuel pump by the given deadline to stop the need for ongoing inspections.  \n- The regulator’s stated aim is to prevent loss of fuel caused by loose inserts; the main trade-off is that operators incur up-front costs and downtime to obtain a reduction in future inspection burden and (according to the AD) improved safety.\n"},"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-cfm56-14-amdt-1-fuel-filter-cover-attachment-inspection","history":"/api/acts/ad-cfm56-14-amdt-1-fuel-filter-cover-attachment-inspection/history","analysis":"/api/acts/ad-cfm56-14-amdt-1-fuel-filter-cover-attachment-inspection/analysis","conflicts":"/api/acts/ad-cfm56-14-amdt-1-fuel-filter-cover-attachment-inspection/conflicts","importantCases":"/api/acts/ad-cfm56-14-amdt-1-fuel-filter-cover-attachment-inspection/important-cases","documents":"/api/acts/ad-cfm56-14-amdt-1-fuel-filter-cover-attachment-inspection/documents"}}