Applicability and legal basis. The AD applies to "All Model 747 series aeroplanes" and is issued under subregulation 39.1(1) of CAR 1998, meaning it is an airworthiness requirement imposed by the CASA Delegate to correct an unsafe condition in a defined product class. The AD explicitly directs insertion of specific text into the AFM Limitations section as the mechanism for imposing operational constraints.

AFM revision as the compliance mechanism. The AD requires revision of the AFM Limitations section to include the AD text; the AD states this may be done "by inserting a copy of this Directive into the AFM." That is the mandated compliance deliverable rather than a physical modification to aircraft structure. The AD also notes that its limitations "supersede any conflicting basic Aircraft Flight Manual limitations",the AD‑imposed limitations take precedence over prior AFM material where conflict exists.

Tank and pump restrictions by model group. The AD splits the required limitations into two model groupings. For Model 747-100, -200B, -200F, -200C, -100B, -300, -100B SUD, 747SR and 747SP the AD prohibits "Fueling and use of the centre auxiliary fuel tank and auxiliary fuel tanks 1 and 4 (if installed)." For Model 747-400, -400D and -400F the AD prohibits "Fueling and use of the horizontal stabilizer tank (if installed)." Both groups share centre wing tank (CWT) rules.

CWT fuel quantity and pump operation thresholds. The AD mandates that if CWT override/jettison pumps are to be selected ON during flight, the CWT must contain a minimum of 17,000 lb (7,700 kg) prior to engine start. The CWT fuel quantity indication system must be operative to dispatch with CWT mission fuel. The AD then sets multiple thresholds governing when both CWT override/jettison pump switches must be selected OFF, with different thresholds depending on whether the CWT fuel quantity at engine start was less than 50,000 lb (22,700 kg) or greater than or equal to that quantity. For CWT less than 50,000 lb prior to engine start, pumps must be OFF at or before 7,000 lb, but may be selected ON during stabilized cruise, and must be OFF at or before 3,000 lb. For CWT greater than or equal to 50,000 lb prior to engine start, both pumps must be OFF at or before 3,000 lb. Both pumps must be selected OFF when either CWT override/jettison fuel pump low pressure light illuminates.

Warnings and operational prohibitions. The AD contains explicit warnings: do not reset a tripped fuel pump circuit breaker; do not cycle the CWT pump switches from ON to OFF to ON with any continuous low pressure indication present. Defuelling with passengers on board is prohibited. The AD includes notes that the CWT may be emptied normally in an emergency fuel jettison and that in a low fuel situation, both CWT override/jettison pumps may be selected ON and all CWT fuel may be used.

Interaction with prior ADs. The AD states that accomplishment of Requirement 2 of AD/B747/280 is acceptable for compliance with the requirements of this Directive. However, accomplishing the terminating actions specified in Requirements 4, 6 and 7 of AD/B747/280 does not permit removal of the AFM revisions required by this AD. The AD also refers to FAA Emergency ADs 2002‑24‑51 and 2002‑24‑52.

Root cause and hazard identified. The Background records that the FAA received reports where two fuel tank pumps from different Model 747 series aeroplanes showed "evidence of extreme localized overheating" in the priming and vapour pump section. That section is open to the fuel tank via the pump inlet line and vapour vent. The overheating is believed to be caused by friction between pump parts, although the specific cause is unknown. The AD states overheating of parts in the priming and vapour pump section could provide an ignition source during dry running of the pump, potentially resulting in fire or explosion of the fuel tank. The AD uses these findings as the stated rationale for the operational limitations.

Timing. The AD becomes effective 26 November 2002 and requires compliance before 29 November 2002. The short compliance window indicates an urgent operational change rather than a phased or modification‑based remedy.

Scope of action required. The AD does not mandate physical replacement or modification of pumps as the primary compliance method; rather it prescribes operational limitations and AFM changes. It does, however, accept operations performed under a related AD (AD/B747/280) as compliant for certain items. The AD also affirms that its limitations supersede conflicting AFM limitations.

Aircraft owners and operators. The AD applies to "All Model 747 series aeroplanes." That language makes the AD directly applicable to the registered owner/operator of any Boeing 747 series aeroplane on the Australian register covered by the applicability statement. Those owners or operators are the parties required to carry out the AFM revision and to ensure operational compliance with the new AFM limitations.

Pilots and flight crew. The operational limitations and warnings are expressed as AFM limitations and cockpit actions: pump switch selection, monitoring of fuel quantity indications and pump low pressure lights, prohibitions on certain pumping actions and defuelling with passengers aboard, and a requirement that the CWT fuel quantity indication system be operative. These are obligations on flight crew to follow the AFM, and therefore the flight crew must be trained and supervised to comply with the inserted AFM text.

Maintenance personnel and dispatch authorities. The AD requires the CWT fuel quantity indication system be operative when dispatching with CWT mission fuel. That creates a role for maintenance personnel to ensure indication system operability and for dispatch/operations staff to withhold dispatch when the system is unserviceable. The AD also requires monitoring of pump low pressure indications and immediate positioning of pumps to OFF at first low pressure indication during defuelling, which involves maintenance and airport fuel service coordination.

Airworthiness management and records. The AFM revision itself must be effected and retained as part of the aeroplane documentation. The AD provides that inserting a copy of the Directive into the AFM is an acceptable method. Aircraft operators’ continuance of operations depends on recording the AFM revision and ensuring compliance with the limitations. The AD also states that certain actions under AD/B747/280 are acceptable for compliance, which affects operators whose aircraft have had those AD/B747/280 requirements accomplished.

Passengers indirectly affected. The AD contains a prohibition: "Defueling with passengers on board is prohibited." That operational rule directly affects scheduling and turnaround logistics where defuelling would otherwise occur prior to passenger disembarkation or during boardings.

Regulators and certifying authorities. CASA, through its Delegate, has imposed the AD under CAR subregulation 39.1(1). The AD references FAA Emergency ADs and a prior CASA AD (AD/B747/280). These cross‑references affect how CASA and other authorities will reconcile related compliance actions. The AD also declares its limitations supersede conflicting basic AFM limitations, which is an administrative positioning that instructs certifying staff and operators which AFM limitations to follow.

Fuel service providers and ground handling agents. Prohibitions on fueling specific tanks and instructions during defuelling require fuel service providers and ground agents to follow the AFM limitations and coordinate with flight crew and maintenance. For example, fuel handlers must not fuel prohibited auxiliary tanks and must ensure pump states are consistent with the AFM instructions during defuelling.

Manufacturers and maintenance organisations. The background identifies a pump overheating hazard. While this AD does not require immediate design changes, the manufacturer and maintenance organisations are stakeholders because the AD creates operational constraints that persist even if terminating actions under another AD are completed. The AD also accepts certain actions under AD/B747/280 as compliant, which affects maintenance organisations implementing those actions.

Legal and commercial counterparties. Leases, charter operations and commercial agreements for 747 operations will need to reflect the new AFM limitations where such agreements allocate operational responsibility or address dispatch fitness. Parties responsible for dispatch decisions or for ensuring AFM contents are current will be the ones practically obligated to implement the AD.

Duty to revise AFM. The primary duty imposed by the AD is to revise the Limitations section of the AFM to include the AD text. The AD expressly permits compliance by inserting a copy of the Directive into the AFM. This duty is immediate: compliance is required before 29 November 2002 and the AD is effective from 26 November 2002.

Duty to comply with AFM limitations. Once the AFM is revised, flight crew and operators are required to follow the revised AFM limitations. These include specific prohibitions and operational behaviours described below. The AD also states that its limitations "supersede any conflicting basic Aircraft Flight Manual limitations," which means operators must prioritise these AD provisions over prior conflicting AFM items.

Specific prohibitions. For Model 747-100 series group the operator is prohibited from "Fueling and use of the centre auxiliary fuel tank and auxiliary fuel tanks 1 and 4 (if installed)." For Model 747-400 series the operator is prohibited from "Fueling and use of the horizontal stabilizer tank (if installed)." These are affirmative prohibitions to be reflected in the AFM.

CWT quantity and pump management duties. Operators must ensure that if the CWT override/jettison pumps are to be selected ON during flight, the CWT contains at least 17,000 lb (7,700 kg) prior to engine start. The CWT fuel quantity indication system must be operative to dispatch with CWT mission fuel. Operators and flight crew must follow the pump switch selection rules which vary by the CWT quantity at engine start: several clearly defined thresholds (50,000 lb; 17,000 lb; 7,000 lb; 3,000 lb) determine when both override/jettison pump switches must be selected OFF and when they may be selected ON. Both pumps must be selected OFF when either CWT override/jettison fuel pump low pressure light illuminates.

Monitoring duties during defuelling. When defuelling centre or main wing tanks, the AD imposes a duty to monitor the Fuel Pump Low Pressure indication lights and to position the fuel pumps to OFF at the first indication of fuel pump low pressure. The AD also prohibits defuelling with passengers on board.

Immediate actions for pump failure. The AD prescribes that if a centre wing tank pump fails with fuel in the centre tank, the affected fuel pump must be shut off. That is an immediate maintenance or operational action required by the AFM limitation text.

Warnings to be observed. The AD contains two explicit warnings directed at crew behaviour: do not reset a tripped fuel pump circuit breaker; and do not cycle the CWT pump switches from ON to OFF to ON if any continuous low pressure indication is present. These warnings must be recorded in the AFM and observed by crew.

Operational exception in emergency and low fuel situations. The AD contains notes clarifying two operational exceptions: (1) the CWT may be emptied normally in an emergency fuel jettison; and (2) in a low fuel situation, both CWT override/jettison pumps may be selected ON and all CWT fuel may be used. These notes carve out exceptions to the otherwise restrictive pump and fueling rules.

Weight and balance condition. The AD permits an operational deviation from the maximum zero fuel gross weight: if the main tanks are not full, the zero fuel gross weight plus the weight of CWT fuel may exceed the maximum zero fuel gross weight by up to 7,000 lb (3,200 kg) for takeoff, climb, cruise, descent and landing, provided that the effects on balance (centre of gravity) have been considered. This is a limited, conditional permission to exceed published ZFW for those flight phases.

Acceptance of related AD actions and retention of AFM limitations. Operators who have accomplished Requirement 2 of AD/B747/280 are considered compliant with certain requirements of this AD. However, achieving the terminating actions specified in Requirements 4, 6 and 7 of AD/B747/280 does not allow removal of the AFM revisions required by this AD. That creates a continuing duty to retain the AFM text even after certain corrective actions are completed.

Right to follow AD/B747/280 compliance. The AD gives operators who have already performed Requirement 2 of AD/B747/280 an explicit right to treat that accomplishment as satisfying parts of this Directive. The AD does not otherwise confer rights or waivers beyond those stated.

Record‑keeping and dispatch obligations. While the AD does not set out explicit record‑keeping requirements beyond AFM insertion, the duty to dispatch only with an operative CWT fuel quantity indication system when CWT mission fuel is carried implies an operational obligation on dispatch authorities and maintenance to confirm system status prior to release.

No explicit penalty clause in text. The AD text does not set out penalties or enforcement mechanisms in statutory terms. The AD is issued under CAR subregulation 39.1(1) and therefore functions as an airworthiness requirement; any legal consequences for non‑compliance would derive from the regulatory framework under which CASA issues ADs rather than from language contained in this AD itself.

Statutory basis and implied enforceability. The AD is issued under subregulation 39.1(1) of the Civil Aviation Regulations 1998 and is framed as a requirement the CASA Delegate considers necessary to correct an unsafe condition. The AD text itself does not set out specific penalty amounts or criminal provisions. Enforcement of the AD therefore arises through the regulatory framework within which CASA issues ADs and through the obligation on registrants and operators to comply with airworthiness directives. The AD’s preamble makes clear that the directive "requires" action and specifies the manner and timing (AFM revision and compliance before 29 November 2002), which places a regulatory obligation on affected operators.

No express penalty provisions in the AD text. The AD document provided contains no expressed fines, conditions for suspension of an aircraft’s certificate, or textual penalties. The AD therefore must be read against the broader regulatory enforcement provisions that govern airworthiness directives under the Civil Aviation Regulations and CASA’s enforcement powers. The AD itself, however, contains mandatory operational instructions and compliance timing that create an enforceable obligation within that framework.

Compliance date as an enforcement milestone. The AD states an explicit compliance date: "Compliance: Before 29 November 2002." The AD also states it "becomes effective on 26 November 2002." These dates function as enforcement deadlines that CASA could use to assess compliance in oversight activities, audits, inspections and surveillance. Operators not having the required AFM revision in place after the compliance date would be out of conformity with the AD text.

Operational prohibitions and crew warnings as compliance elements. Because the AD requires AFM text that contains explicit prohibitions (for example, prohibiting fueling and use of particular tanks, and prohibiting defuelling with passengers aboard) and warnings not to reset circuit breakers or to cycle pumps with continuous low pressure indications present, enforcement can be operationally verified by inspection of AFM content, and by observing operational practice during audits, ramp checks, incident investigations or surveillance. That enables CASA to enforce compliance through existing oversight processes.

Interaction with other ADs as compliance considerations. The AD makes compliance contingent in part on actions taken under another AD: accomplishment of Requirement 2 of AD/B747/280 is acceptable for compliance with this Directive. That acceptance creates a compliance pathway that may be verified by operators’ maintenance records and by proof of accomplishment of AD/B747/280 Requirement 2. Conversely, the AD specifies that certain terminating actions in AD/B747/280 do not permit removal of the AFM revisions required here, which affects enforcement by requiring retention of AFM limitations even where other corrective actions have been completed.

Implied operational consequences. The AD’s operational prohibitions have practical enforcement implications: if an operator fuels a prohibited tank, uses a prohibited tank in flight, dispatches with an inoperative CWT fuel quantity indication system while carrying CWT mission fuel, or defuels with passengers on board, those actions would be non‑compliant with the AFM limitations inserted under this AD. Enforcement action would flow from detection of such non‑compliant behaviour under CASA’s regulatory and surveillance regime.

No litigation or penalty history contained. The AD text does not mention past enforcement actions, penalties, prosecutions or administrative sanctions related to the unsafe condition or to non‑compliance with ADs. Any prosecution, administrative sanction or enforcement action would be pursued under the broader Civil Aviation Regulations and CASA enforcement procedures, which are not detailed in this document.

Documentation and evidentiary effect. The AD allows the AFM insertion of the directive itself as the compliance means; that insertion is documentary evidence that can be inspected. CASA could use the presence of the AFM revision, and records showing training and operational adherence, as proof of compliance; conversely, absence of the revision after the compliance date is a straightforward compliance failure to be addressed through regulatory mechanisms.

AD issued under CAR 1998. The AD expressly states it is issued under subregulation 39.1(1) of the Civil Aviation Regulations 1998. That situates the AD within the civil aviation regulatory regime and means the AD's requirements operate alongside other regulatory obligations created by CAR 1998. The AD text itself does not attempt to restate or modify CAR 1998 beyond exercising the Delegate’s authority under that subregulation.

Supremacy over conflicting AFM limitations. The AD declares that "The limitations contained in this Directive supersede any conflicting basic Aircraft Flight Manual limitations." That statement directs operators and certifying authorities to treat the AD's AFM text as prevailing where there is inconsistency between the AD and prior AFM limitations. The AD therefore establishes an internal operational hierarchy between the AFM base data and the AD content.

Cross‑references to CASA AD/B747/280. The AD explicitly interacts with an earlier CASA AD, AD/B747/280. The AD states that "Accomplishment of Requirement 2 of AD/B747/280 is acceptable for compliance with the requirements [of] this Directive." That creates an interplay where prior work done to comply with AD/B747/280 Requirement 2 can satisfy parts of this AD. However, the AD also states that accomplishing the terminating actions specified in Requirements 4, 6 and 7 of AD/B747/280 "does not allow removal of the AFM revisions required by this Directive." That preserves the continuing force of this AD’s AFM limitations notwithstanding certain later terminating actions under the prior AD. In practice that means operators who have implemented certain corrective actions under an earlier AD cannot rely on those actions alone to remove the AFM limitations mandated here.

References to FAA Emergency ADs. The AD notes "FAA Emergency AD 2002-24-51 and AD2002-24-52 refer." This indicates the CASA action is linked to related FAA emergency airworthiness directives addressing the same technical issue. The AD does not incorporate FAA ADs by reference as prescriptive text here, but it signals regulatory alignment or commonality of concern across jurisdictions.

No broader statutory amendments. The AD itself does not amend CAR 1998 or other statutes; it is a delegated instrument operating under CAR 1998. It prescribes AFM content rather than altering standing law beyond the exercise of airworthiness directive authority.

Operational interaction with safety regulation and dispatch. The AD requires the CWT fuel quantity indication system be operative to dispatch with CWT mission fuel. That introduces an operational constraint that intersects with other regulatory dispatch and instrument operability rules under the aviation regulatory framework. The AD thereby interacts practically with other regulatory duties of maintenance and dispatch to ensure airworthiness.

Record‑keeping and continuing airworthiness regimes. The AD imposes a continuing operational limitation to be retained in the AFM even where other AD terminating actions are taken under AD/B747/280. That affects how continuing airworthiness records and maintenance actions are managed, because documentation must retain the AFM revision and operations must continue to conform. The AD therefore interacts with the broader continuing airworthiness and maintenance regulatory environment even though it does not, itself, prescribe specific continuing airworthiness record formats.

No express conflict resolution mechanism in the AD text. The AD states it supersedes conflicting AFM limitations but does not provide a specific mechanism for resolving other conflicts with, for example, maintenance organisation procedures or air operator exposition material. Implementation will therefore rely on standard regulatory compliance and oversight channels to resolve practical conflicts.

Single effective issuance. The AD document contains a single issuance history: it "becomes effective on 26 November 2002" and requires compliance "before 29 November 2002." The textual record within the Directive does not show any prior versions or subsequent amendments in this document.

Cross‑reference to prior CASA AD. The AD explicitly interacts with AD/B747/280. It states that accomplishment of Requirement 2 of AD/B747/280 is acceptable to comply with requirements of this AD, and that accomplishing terminating actions in Requirements 4, 6 and 7 of AD/B747/280 does not allow removal of the AFM revisions required by this AD. Those statements show that AD/B747/280 is earlier in the sequence and that this AD is intended to operate in tandem with or as an overlay on work already or to be performed under AD/B747/280.

Reference to FAA Emergency ADs without adopting them. The AD includes the note "FAA Emergency AD 2002-24-51 and AD2002-24-52 refer." That indicates the CASA AD is contemporaneous with related FAA emergency directives and that the FAA ADs were a reference point during issuance; the CASA AD text does not record that it was subsequently amended in response to those FAA decisions beyond cross‑reference. No amendment record appears here.

No in‑text amendment or revocation language. The AD contains no in‑text provision that it amends, replaces or revokes any prior CASA directive except via the cross‑reference to AD/B747/280. It does not state that it supersedes AD/B747/280 or that it replaces previous CASA ADs generally. It explicitly requires retention of the AFM revisions even if certain terminating actions under AD/B747/280 are later accomplished.

No subsequent effective dates recorded. The document provides only the effective date 26 November 2002 and the compliance date before 29 November 2002. There is no record in the AD text of extensions, reissues, amendments, or revocations following its effective date. This AD therefore appears as a stand‑alone directive with a narrow compliance window.

No text indicating staged implementation or later relaxation. The AD does not contain phased compliance steps or sunset provisions. It requires AFM revision by the compliance date and retains that AFM material until further direction, even if other ADs’ terminating actions are completed. The AD therefore functions as an enduring AFM limitation unless a later AD or regulatory action explicitly permits removal.

Documented background justifying urgency. The Background explains FAA reports of pump overheating and the associated fire/explosion hazard. The presence of that background statement, together with the short time between effective date and compliance deadline, supports the interpretation that the AD was issued in response to an urgent safety concern. The AD text itself does not record any later amendments to relax or change the limitations once inserted into the AFM.

No litigation record in the AD text. The AD document provided contains no statements about legal challenges, court proceedings, appeals, or litigation arising from this Directive. There is no mention of appeals to tribunals, revocations by judicial order, judicial review proceedings, or settled litigation in relation to this AD.

No administrative appeal notes. The AD does not include language about review or appeal procedures specific to this Directive. Any right to seek administrative review or judicial review would derive from the Civil Aviation Regulations and general administrative law processes, but the AD itself does not record or reference any appeal history.

No precedent cited. The AD cites FAA Emergency ADs and an earlier CASA AD for technical context and compliance cross‑reference, but it does not cite or rely on judicial decisions. The document stands as an administrative safety action rather than a litigated instrument.

Implication for future disputes. Because the AD requires AFM revisions and prescribes operational limits and prohibitions, disputes over compliance or interpretation could, in theory, lead to administrative or legal challenges. The AD text does not record any such disputes. The AD’s clear compliance deadlines, explicit AFM text insertion mechanism and cross‑references to other ADs supply a defined factual basis for assessing compliance should any enforcement or review arise.

No recorded enforcement actions or sanctions in the document. The AD does not list specific penalties or record prior enforcement actions related to the unsafe condition addressed. Any prosecution or administrative sanction for non‑compliance would proceed under the general enforcement powers of CASA and the Civil Aviation Regulations, which are not detailed here.

AFM supersession clause. The AD expressly states "The limitations contained in this Directive supersede any conflicting basic Aircraft Flight Manual limitations." Practitioners should note that where AFM content previously authorised a different pump or tank practice, the AD language takes priority. Operators must ensure the AFM insertion either replaces or conspicuously overrides conflicting wording. Failure to do so can create ambiguous guidance to flightcrew and maintenance personnel.

Retention despite terminating actions under a related AD. The AD allows that Requirement 2 of AD/B747/280 is acceptable for compliance, but it also stipulates that accomplishing terminating actions in Requirements 4, 6 and 7 of AD/B747/280 "does not allow removal of the AFM revisions required by this Directive." A practical consequence is that even after certain corrective actions are taken under AD/B747/280, operators must retain the AFM limitations from this AD. This can be overlooked if operators assume that terminating actions elsewhere fully remove all operational constraints.

Short compliance window. The AD becomes effective 26 November 2002 and requires compliance before 29 November 2002. That is a narrow window for operators, maintenance and flight operations staff to coordinate AFM revisions, crew briefings, dispatch procedures and ground handling instructions. Administrative inertia or miscommunication during this short period could result in unintentional non‑compliance.

Multiple quantity thresholds and conditional rules. The pump switch rules reference several thresholds and conditional behaviours that differ depending on initial CWT fuel quantity at engine start: 17,000 lb minimum if pumps to be selected ON during flight; thresholds at 50,000 lb, 7,000 lb and 3,000 lb for selection OFF, with allowance to select ON during stabilized cruise in certain cases. Practitioners must ensure that operational procedures and checklists encode the correct threshold logic; a misinterpretation of which threshold applies could lead to procedural error.

Contradictory sounding statements but reconciled by notes. The AD includes notes and warnings that might appear to conflict if read hastily. For example, the AD says pumps "may be selected ON during stabilized cruise conditions" in one clause while elsewhere mandates pumps OFF at specific quantities. The notes on emergency jettison and low fuel situations also create exceptions. These are context‑sensitive and must be codified in operating procedures to avoid contradictory crew actions.

Prohibition on resetting circuit breakers. The AD warns "Do not reset a tripped fuel pump circuit breaker." That instruction differs from certain maintenance troubleshooting practices where breakers may be cycled under controlled conditions. The AD’s warning has immediate safety implications and should be reflected in both flightcrew and maintenance instructions.

Defuelling prohibition with passengers on board. The AD prohibits defuelling with passengers on board and requires monitoring of pump low pressure lights during defuelling and immediate pump OFF at first low pressure indication. Ground operations staff, fuel suppliers and scheduling personnel must be made aware; otherwise an operational plan that expected in‑seat defuelling could breach the AD.

Weight‑and‑balance permission caveat. The AD permits that "the zero fuel gross weight of the aeroplane plus the weight of CWT tank fuel may exceed the maximum zero fuel gross weight by up to 7,000 pounds" under specified conditions provided balance effects have been considered. This limited exception requires accurate weight and balance calculations and operator procedures that document consideration of CG effects. It is not a blanket permission to ignore published weight limits.

Reliance on related AD actions for compliance. The AD accepts that completion of Requirement 2 of AD/B747/280 is acceptable for compliance. Operators who have done that work must still document and demonstrate that equivalence. Conversely, operators who have not completed AD/B747/280 Requirement 2 must ensure they implement this AD’s AFM revisions directly.

Background uncertainty about cause. The Background notes the cause of the friction producing overheating is "unknown at this time." The directive therefore imposes operational limitations to mitigate an identified hazard in the absence of a definitive root‑cause fix. This creates a continuing operational constraint until a design or maintenance fix is identified and accepted, but the AD does not itself mandate such a permanent design change.

Interim nature implied but not time‑limited. Although the AD responds to a specific overheating hazard and references FAA emergency actions, it does not specify a sunset or review date for the AFM limitations. Operators should not assume the limitations are temporary; they must retain and follow the AFM text until expressly permitted to remove it.

AFM insertion and documentation. Insert a copy of this Directive into the Limitations section of the AFM to accomplish the AFM revision the AD requires. The AD explicitly permits insertion of the Directive itself into the AFM as an acceptable method of compliance. Ensure the AFM contains the exact prohibitions, warnings, notes and operational thresholds as set out in the AD so there is no ambiguity between AFM text and the AD.

Compliance timing. The AD becomes effective 26 November 2002 and requires compliance before 29 November 2002. Operators must complete the AFM revision and any necessary crew briefings and operational procedure updates prior to the specified compliance date.

Model‑group specific actions. For Model 747-100, -200B, -200F, -200C, -100B, -300, -100B SUD, 747SR and 747SP, the AFM Limitations must include the prohibition on "Fueling and use of the centre auxiliary fuel tank and auxiliary fuel tanks 1 and 4 (if installed)." For Model 747-400, -400D and -400F the AFM must include the prohibition on "Fueling and use of the horizontal stabilizer tank (if installed)." Ensure ground handling and fuelling instructions reflect these prohibitions.

Centre wing tank (CWT) rules. The AFM must include the CWT provisions: if CWT override/jettison pumps are to be selected ON during flight, ensure CWT contains a minimum of 17,000 lb (7,700 kg) prior to engine start. Verify that the CWT fuel quantity indication system is operative whenever dispatch involves CWT mission fuel. Implement operational procedures for pump switch management tied to the CWT fuel quantity at engine start (below 50,000 lb or at or above 50,000 lb) and the specified OFF thresholds (7,000 lb and 3,000 lb) and the mandatory OFF action when a CWT override/jettison fuel pump low pressure light illuminates.

Crew training and checklists. Update crew operating manuals and brief flight crew on the new AFM limitations, especially the pump ON/OFF logic, the prohibition on resetting tripped pump circuit breakers, and the prohibition on cycling pumps from ON to OFF to ON with continuous low pressure indications. Ensure that normal crew flows and abnormal procedures reference the AD language, and that cockpit checklists capture the actions required when pump low pressure lights illuminate or when a centre wing pump failure occurs.

Maintenance and dispatch coordination. Maintenance must ensure the CWT fuel quantity indication system is serviceable before dispatch with CWT mission fuel. Dispatch authorities must be instructed to withhold dispatch if that indication system is unserviceable and CWT fuel is required. Maintenance procedures should reflect the instruction to shut off an affected pump if a CWT pump fails with fuel in the centre tank.

Ground operations and defuelling. Convey to fuel service providers and ground handling agents the AD prohibition on defuelling with passengers on board. During defuelling of centre or main wing tanks, monitor Fuel Pump Low Pressure indication lights and position fuel pumps to OFF at the first indication of low pressure. Document ground handling procedures to show compliance with the AFM limitations during defuelling activities.

Emergency and low fuel exceptions. Ensure crews understand the AD notes: the CWT may be emptied normally in an emergency fuel jettison; in a low fuel situation, both CWT override/jettison pumps may be selected ON and all CWT fuel may be used. These exceptions should be incorporated into abnormal and emergency procedures so that the crew can apply them correctly.

Weight and balance calculations. If main tanks are not full and the operator intends to carry CWT fuel that causes the zero fuel gross weight plus CWT fuel weight to exceed the published maximum ZFW by up to 7,000 lb, ensure that the aircraft's weight and balance calculations document consideration of centre of gravity effects for takeoff, climb, cruise, descent and landing phases as the AD requires.

Documentation of AD/B747/280 compliance where relevant. If Requirement 2 of AD/B747/280 has been accomplished on an aeroplane, document that accomplishment and retain records showing it as acceptable compliance evidence for parts of this AD. However, even where terminating actions of AD/B747/280 have been completed, retain the AFM revisions required by this AD as the AD expressly states those AFM revisions must remain.

Record retention and audit readiness. Keep documentary evidence of AFM insertion, crew training briefings, updated checklists, maintenance confirmation of CWT fuel quantity indication system operability, fuel service provider briefings and any operational notices sent to crews and ground staff. Given the short compliance window and the directive’s nature, be prepared for CASA or other oversight body inspection or audit to verify compliance.

Avoid prohibited actions. Ensure that operations manuals and maintenance procedures explicitly prohibit resetting a tripped fuel pump circuit breaker and prohibit cycling CWT pump switches from ON to OFF to ON with any continuous low pressure indication present. These are warnings in the AD and must be treated as non‑negotiable safety constraints.

Communicate changes to all stakeholders. Notify pilots, maintenance staff, dispatchers, fuel suppliers, ground handlers and relevant contractor personnel of AFM changes and operational restrictions. Ensure flightcrew and maintenance staff are aware that the AFM limitations supersede any previously conflicting AFM limitations and that they must follow the AFM text inserted per this AD.

Monitor for further directives. The AD is an operational mitigation in response to an identified pump overheating hazard. Monitor for any subsequent CASA or manufacturer directives that might provide terminating actions, design fixes or further procedural changes; however, do not remove or alter the AFM revisions required here unless an authoritative directive permits removal.