AD/B747/358 - Integrated Display System and Fuel Tank Safety

The Directive concentrates on three technical and operational levers to mitigate fuel-tank ignition risk: avionics software changes, discrete wiring modification when certain pumps are installed, and flight manual operational limits. Each lever maps to a different risk-reduction mechanism and implementation path.

• Avionics software update (IDS-504): Requirement 1 mandates updating IDS software in the integrated display system and EFIS/EICAS interface units. The software change is the principal retrofit across the applicability set, and the Directive ties compliance to discrete Boeing Alert Service Bulletins (Tables 1, 2 and 3). The Directive also recognises alternative IDS versions in production or accepted earlier SBs (IDS-503, IDS-505, IDS-506) as acceptable in defined circumstances (Tables 3, 4 and 5). The primary mechanism is a change to display/system logic and alerts, which in turn alters crew indications and actions associated with fuel-pump faults and fuel-low/pressure messages.

• Wiring modification for FR-HiTEMP pumps: Requirement 2 requires removal of a ground wire from a specific wire integration unit connector/pin (Table 6) where FR-HiTEMP pumps have been installed in accordance with a labelled Boeing SB. This is a hardware-level action intended to alter electrical grounding or signal paths associated with those pumps. The Directive prescribes that the method of removal must be approved by the FAA Seattle ACO Manager and identifies Boeing maintenance manual Chapter 20-41-03 as one approved method.

• AFM limitations and operational constraints: Requirements 3 and 4 mandate insertion of Annex A into the AFM, which adds dispatch and in-flight limitations, specific crew actions when fuel pump low pressure or pump/fuel messages are displayed, defueling procedures including minimum pounds before switching pumps off during defuelling with passengers on board, and warnings not to cycle pump switches or reset tripped circuit breakers. The AFM changes convert technical modifications into operational constraints and checklist items, changing crew behaviour and dispatch permissibility when certain fuel-system indications are present.

Interoperability and acceptable alternatives feature in the Directive. The AD expressly allows prior IDS software installations completed before the effective date per specified ASBs as compliant (Tables 2 and 3), and accepts later revisions of SBs where those are approved by the FAA as AMOC to FAA AD 2007-13-14. The Directive removes prior AFM amendments identified in Table 7, replacing older AD-prescribed AFM entries with the Annex A content once Requirements 1 and 3 are complied with.

The Directive frames its purpose as reducing potential ignition sources inside fuel tanks, attributing that purpose to fuel system reviews conducted by the manufacturer. The operational consequence is tighter dispatch requirements tied to the status of specific fuel-quantity and pump indications. The measures are technical (software and wiring) plus behavioural (AFM limitations), creating a layered mitigation approach.

The Directive affects identified aircraft, their owners, lessees, operators, maintenance organisations and flight crews, as follows.

• Aircraft and operators: The applicability clause names Boeing 747 series aeroplanes identified in Boeing Alert Service Bulletins listed in Table 1. Table 1 lists three Boeing ASB numbers (747-31A2351 Rev 1 dated 17 March 2005, 747-31A2350 Rev 1 dated 17 March 2005, and 747-31A2352 Rev 1 dated 17 March 2005) mapped to 747-400, 747-400D and 747-400F variants. Any operator of an aeroplane that matches the ASB applicability must comply with the Directive’s requirements within the timeframes specified. The Directive also recognises aeroplanes not equipped with a horizontal stabiliser tank (HST) for certain software acceptability pathways (Table 3 and Table 4).

• Maintenance organisations: The Directive requires avionics software installation (IDS-504) according to the accomplishment instructions of the applicable Boeing ASB and references Rockwell Collins service bulletins (IDS-7000-series) as additional sources of service information in Notes to Tables 2, 3 and 4. Maintenance organisations performing the software install must follow the specified SB instructions to achieve compliance. For the wiring change related to FR-HiTEMP pumps, removal of a ground wire must be done by a method approved by the Manager, Seattle ACO, FAA, with Boeing maintenance manual chapter 20-41-03 identified as an approved method; maintenance organisations will therefore need the approved method or an FAA-approved alternative.

• Flight crews and dispatch authorities: Annex A inserts AFM limitations and operational procedures that directly affect dispatch decisions and inflight actions. These include conditions for dispatch with centre wing tank (CWT) or HST mission fuel only if the associated fuel-quantity indication system is operative, prescriptive pump-off actions when certain messages (FUEL LO CTR L/R, FUEL PRESS CTR L/R, FUEL PMP STB L/R, FUEL LO STAB L/R, FUEL PRESS STAB L/R) are displayed, and defueling minimums prior to switching pumps off when passengers are on board. Flight crews and dispatch authorities must integrate these limitations into operational decisions and checklists.

• Modifiers and retrofit contractors: The Directive identifies alternative software and retrofit paths (IDS-503, IDS-505, IDS-506) that may be acceptable depending on configuration and production status. Retrofit contractors installing IDS-506 via Boeing SBs listed in Table 5 need to follow those SBs dated 5 September 2006 and associated Rockwell Collins SB references in Note 3.

• Regulators and certification authorities: The AD is issued by the Civil Aviation Safety Authority (CASA), signed by David Punshon, Delegate of CASA. The Directive explicitly references the FAA in several places: it requires FAA Seattle ACO approval for the wiring removal method, and notes that later SB revisions approved by the FAA as AMOC to FAA AD 2007-13-14 are acceptable for compliance. Thus operators interacting with CASA must coordinate with FAA approvals where the Directive specifies.

Who pays: the documented measures create costs for aircraft owners/operators and maintenance providers , for the software update, any necessary hardware access or ECU work, possible aircraft downtime, and wiring modifications in FR-HiTEMP-equipped aeroplanes, plus the administrative cost of amending AFMs and training crews on Annex A procedures.

Who decides: CASA issued the Directive via its delegate, but the Directive also invokes FAA approvals for specific methods and AMOCs. The Manager, Seattle ACO FAA, therefore retains decision authority over the approved method for the ground-wire removal and for AMOCs relating to SB revisions identified against FAA AD 2007-13-14.

The Directive creates a set of explicit duties and limited conditional rights tied to acceptable methods and legacy compliance.

Primary duties (express delegations within the Directive text)

• Install IDS-504 software: Operators must install IDS-504 software in the integrated display units and EFIS/EICAS interface units in accordance with the Accomplishment Instructions of the applicable Boeing Alert Service Bulletin identified in Table 2 (Requirement 1). Compliance timeframe, for Requirement 1, is within six months after the effective date.

• Remove ground wire where FR-HiTEMP pumps installed: Where FR-HiTEMP pumps have been installed per Boeing SB 747-28-2258 (original issue or Revision 1) or during production, operators must remove the ground wire of the wire integration unit at connector/pin locations shown in Table 6, using a method approved by the Manager, Seattle ACO, FAA (Requirement 2). One approved method is Boeing 747-400 Aircraft Maintenance Manual Chapter 20-41-03. Timing: Requirement 2 applies after installing IDS-504 and within six months of the effective date.

• Revise AFM Limitations with Annex A: Unless otherwise specified, insert Annex A into the Limitations section of the AFM to reflect new dispatch and in-flight conditions, concurrently with Requirement 1 (Requirement 3). For FR-HiTEMP-equipped aeroplanes (as above), insert Annex A concurrently with Requirement 2 (Requirement 4). The AD allows AFM amendment by inserting a copy of Annex A into the AFM.

• Remove specified prior AFM amendments: After complying with Requirements 1 and 3, remove AFM amendments specified by earlier ADs listed in Table 7 (Requirement 5).

Conditional rights and acceptances contained in the AD

• Acceptable prior installations: Installing the new IDS-504 software before the Directive’s effective date in accordance with specified earlier ASBs (Table 3) or during production is acceptable for compliance with Requirement 1. For aeroplanes not equipped with an HST, installing IDS-503 before the effective date per ASBs in Table 4 is acceptable for Requirement 1. Installing IDS-505 or IDS-506 during production is acceptable; installing IDS-506 as a retrofit per Boeing SBs in Table 5 is also acceptable. These clauses create conditional rights for operators who have already completed certain SB-compliant installations to treat those installations as compliant with the AD.

• AMOCs and revised SBs: Later revisions of the listed SBs, if approved by the FAA as an AMOC to FAA AD 2007-13-14, are considered acceptable for compliance with equivalent requirements of this Directive. This imports FAA AMOC processes as an avenue for alternate compliance.

• Approved methods for wiring change: The Directive requires the wiring removal method to be FAA Seattle ACO approved. The AD expressly names Boeing AMM Chapter 20-41-03 as an approved method, but leaves open the ability to use other FAA-approved procedures.

Practical duties implied by Annex A (operational obligations)

• Dispatch conditions: The CWT and HST fuel quantity indication systems must be operative to dispatch with respective mission fuel. The AFM insert mandates specific pump-off actions when FUEL LO or FUEL PRESS messages are displayed for centre tank or stabiliser tank pumps.

• Defueling procedures: Annex A specifies monitoring of fuel pump low pressure indication lamps prior to defueling any tanks and prescribes pump-off thresholds when defueling with passengers on board (CWT ~7,000 lb, mains ~3,000 lb, HST ~2,100 lb). Operators must conform dispatch and defueling practices accordingly.

Rights not specified in the AD

• The Directive does not specify exemptions, waivers, or detailed enforcement mechanisms in its text. It recognises FAA-approved AMOCs for later SB revisions, which establishes a process-based right to seek FAA approval of alternatives, but the AD itself does not set a CASA AMOC path in the text provided.

The Directive text contains no express statutory penalty provisions, sanctions mechanics, or detailed enforcement procedures. The document records the issuing authority and effective date, and establishes mandatory compliance times, but does not set out fines, administrative sanctions, or criminal penalties within the pages of the AD itself.

What the Directive does provide that is enforcement-relevant

• Mandatory compliance times and effective date: The AD makes Requirement 1 due within six months after the effective date, Requirement 2 due after IDS-504 installation and within six months, Requirements 3 and 4 to be done concurrently with Requirements 1 and 2 respectively, and Requirement 5 to be done following compliance with Requirements 1 and 3. The AD becomes effective on 30 August 2007. The presence of explicit compliance dates converts the AD into a mandatory timeline for the specified actions.

• Delegated issuer: The AD is issued by the Civil Aviation Safety Authority, signed by David Punshon, Delegate of CASA, dated 26 June 2007. That indicates the regulatory provenance of the directive and that CASA, via its delegate, is the issuing authority in this instrument.

• Cross-reference to FAA approvals and AMOCs: The AD imports FAA approval authority for certain technical methods and AMOCs, for example the requirement that the ground-wire removal method must be approved by the Manager, Seattle Aircraft Certification Office, FAA. It also accepts later revisions of SBs if those are FAA AMOCs to FAA AD 2007-13-14. These cross-references integrate external certification and approval processes into acceptable compliance avenues.

What the Directive does not state

• No penalties articulated: The Directive does not articulate monetary penalties, licence suspensions, enforcement steps, or the administrative process CASA would use if an operator fails to comply. It does not describe inspection or audit mechanisms.

Implications and practical enforcement considerations based on the AD text

• The AD sets clear, time-bound technical and procedural obligations. In practice, an operator that does not perform the mandated aircraft modification or AFM amendment would be unable to represent the aeroplane as compliant with this CASA AD, potentially affecting airworthiness certification, but those enforcement consequences are not described in the text. The AD’s references to FAA approvals and AMOCs also suggest that FAA coordination is necessary to obtain alternative methods for wiring modification or alternative SB revisions, which has a practical compliance and approval cost.

• The lack of explicit enforcement mechanics within the AD text means that any sanctions, audits or groundings would be determined by the broader regulatory framework outside the text itself. The AD, however, places clear affirmative obligations on operators, maintenance providers and crews, which can be audited or enforced under separate regulatory instruments or processes not articulated here.

The Directive explicitly references and integrates with non-CASA materials and FAA approval mechanisms. The AD does not independently restate other statutory provisions, but it creates several connections.

References to FAA Airworthiness Directives and AMOCs

• The Directive notes FAA AD 2007-13-04 at Note 4 and sets out that later revisions of the Boeing and Rockwell Collins SBs, if approved by the FAA as an Alternate Method of Compliance (AMOC) to FAA AD 2007-13-14, are considered acceptable for compliance with equivalent requirements of this Directive. This imports the FAA AMOC process as an acceptable pathway to CASA compliance for SB revisions identified in the AD. The AD thereby conditions some Acceptable Methods on FAA approval status.

Cross-references to previous CASA ADs

• Table 7 identifies previous ADs (AD/B747/270; AD/B747/188 Amdt 3; AD/B747/280; AD/B747/283) and maps certain requirements to their Requirement numbers and equivalent FAA AD references. Requirement 5 directs removal of AFM amendments specified in those earlier ADs after compliance with Requirements 1 and 3. This indicates a direct interaction where this AD supersedes or replaces earlier AFM amendments required by prior CASA ADs, contingent on compliance.

Service bulletins and maintenance manual integration

• The AD mandates compliance via Boeing Alert Service Bulletins listed in Table 1 and Table 2, and accepts Rockwell Collins service bulletins (IDS-7000-series) as additional sources of service information (Notes to Tables 2, 3 and 4). For the wiring removal, Boeing Aircraft Maintenance Manual Chapter 20-41-03 is cited as an approved method. These references integrate manufacturer documents into the regulatory compliance chain. The Directive thereby makes certain manufacturer documents de facto regulatory instruments for satisfying the AD’s requirements.

FAA approval for specific method

• Requirement 2 expressly requires the ground-wire removal method to be approved by the Manager, Seattle ACO, FAA. That creates a required interaction between CASA-mandated action and FAA certification authority for the particular wiring method. Operators must secure FAA approval or use the identified approved Boeing AMM chapter.

No express statutory cross-reference in the AD text

• The AD text does not set out how it is enforced under broader aviation safety legislation, nor does it quote any statute or CASA regulation specifying enforcement powers. It also does not describe civil or criminal penalties. The AD’s legal force is signalled by its issuance by CASA and the delegate’s signature, but the Directive itself contains no legislative cross-references or enforcement clauses.

Net effect on compliance pathways

• The Directive requires coordination with manufacturer service bulletins and the FAA for methods and AMOCs. Operators will therefore work within an ecosystem of CASA AD requirements, Boeing and Rockwell Collins SBs, and FAA AMOC approvals. The AD effectively makes compliance contingent not only on performing actions but performing them in accord with specified manufacturer or FAA-approved methods.

The Directive text itself documents the relevant dates and linked service bulletins. The AD is dated 26 June 2007, explicitly states that it becomes effective on 30 August 2007, and records the delegate who signed it, David Punshon, Delegate of the Civil Aviation Safety Authority.

Key dates and documents recorded in the Directive

• AD issue and effective dates: AD document signed 26 June 2007; effective date 30 August 2007.

• Boeing Alert Service Bulletins listed for applicability: Table 1 lists Boeing ASB numbers 747-31A2351 Revision 1 dated 17 March 2005; 747-31A2350 Revision 1 dated 17 March 2005; and 747-31A2352 Revision 1 dated 17 March 2005. Table 3 lists earlier editions of those ASBs dated 3 September 2004. Table 4 lists Boeing ASBs 747-31A2340, 747-31A2341 and 747-31A2342, Revision 1 dated 20 November 2003. Table 5 lists Boeing SBs 747-31-2376, 747-31-2377 and 747-31-2378 dated 5 September 2006.

• Rockwell Collins SB references: Notes tied to Tables 2, 3, 4 and 5 reference Rockwell Collins SBs (IDS-7000-31-49, -50, -51 dated 28 June 2004; IDS-7000-31-46, -47, -48 dated 22 April 2003; and IDS-7000-31-52, -53, -54 dated 30 August 2006) as additional sources of service information for installing IDS software versions.

• Earlier CASA ADs superseded for AFM amendments: Table 7 lists prior CASA ADs to be removed from the AFM once Requirements 1 and 3 are complied with. Those directives are AD/B747/270, AD/B747/188 Amdt 3, AD/B747/280 and AD/B747/283. Table 7 also provides equivalent FAA AD references for those earlier directives: FAA AD numbers and amendment references (e.g., 2001-12-21 Amdt 39-12277, 2001-21-07 Amdt 39-12478, 2002-19-52 Amdt 39-12900, 2002-24-52 Amdt 39-12993).

• FAA AD references and AMOC incorporation: Note 4 in the Directive refers to FAA AD 2007-13-04 Amendment 39-15108, and the AD states that later revisions of the listed SBs that are approved by the FAA as AMOC to FAA AD 2007-13-14 are acceptable for compliance with the equivalent requirements of this Directive.

No subsequent amendments recorded in the document

• The AD text contains no record of later amendments to AD/B747/358 within the supplied text. It does, however, create acceptance pathways for later SB revisions that are FAA-approved AMOCs. Any post-issuance amendments to AD/B747/358, or revocations, would need to be found in subsequent CASA publications; the AD text provided contains the initial issuance history and references to associated SB dates as listed above.

The AD text contains no information about litigation, legal challenges, judicial review, or precedent arising from this Directive. The document does not reference any court proceedings, appeals, or disputes. It includes only administrative and technical content: applicability, requirements, tables of service bulletins, compliance dates, background statement referencing manufacturer fuel system reviews, the delegate’s signature, and Annex A AFM limitations.

What the absence in the text means for researchers

• The AD itself does not record or reference any litigation. To determine whether any court or administrative litigation arose from AD/B747/358 would require searching external judicial or regulatory records, tribunal decisions, or CASR administrative enforcement records, none of which are included in the AD text provided.

• The AD does reference FAA ADs and the FAA AMOC process, which could be relevant to any administrative appeals or disputes involving FAA approvals that intersect with the AD’s acceptability conditions. However, the AD does not detail dispute-resolution processes or judicial review options.

For the purposes of reliance on this AD text, there is no litigation history to cite within the document.

The Directive includes a number of detail-dependent clauses and conditional acceptances that can catch implementers who only skim the headline requirements. The following are concrete operational and compliance pitfalls, drawn directly from the AD text.

1. Applicability is ASB-specific, not model-only: The AD applies to Boeing 747-400-series aeroplanes identified in the Boeing Alert Service Bulletins listed in Table 1. Operators cannot assume that all 747-400s are automatically covered; they must check the ASB applicability for their specific airframe serials and configurations. Table 1 and Table 2 list particular ASB numbers; compliance obligations trigger for aircraft identified by those ASBs.

2. Software-version nuance: Requirement 1 demands IDS-504 software, but the AD expressly accepts certain prior software versions or production-installed versions as compliant in specified circumstances. Installing IDS-504 before the effective date per ASBs in Table 3, or IDS-503 for aeroplanes without an HST per Table 4, or IDS-505/IDS-506 during production or as an SB retrofit per Table 5, are all separately acceptable. Failure to document the applicable SB used for the installation could leave an operator unable to demonstrate compliance.

3. Sequence requirements for Requirement 2: The wiring-change requirement for FR-HiTEMP pump-fitted aeroplanes (Requirement 2) is conditional on first installing IDS-504 (Requirement 1). The compliance timing in the AD states Requirement 2 is to be done after installing IDS-504 and within six months of the AD effective date. Implementers must track sequencing carefully, because the AD ties Requirement 2 both to installation of IDS-504 and to a six-month deadline.

4. Method approvals and jurisdiction: Requirement 2 requires the ground-wire removal method to be approved by the Manager, Seattle ACO, FAA. While one approved method is identified (Boeing AMM Ch 20-41-03), any alternative method needs FAA Seattle ACO approval. Operators that attempt to use a locally developed removal method without FAA approval will not comply with the AD’s explicit condition.

5. AFM insertion mechanism: The AD permits amending the AFM by inserting a copy of Annex A. Operators must ensure the AFM change is completed and documented in the aircraft records. The AD also requires removal of earlier AFM amendments listed in Table 7 after compliance with Requirements 1 and 3. Forgetting to remove the earlier amendments may create contradictory AFM entries.

6. Operational details in Annex A with tight procedural requirements: Annex A includes strict operational instructions, e.g., "If the FUEL LO CTR L or R message is displayed both CWT override/jettison pumps must be selected OFF," and warnings "Do not cycle CWT and HST pump switches from ON to OFF to ON with any continuous low pressure indication present" and "Do not reset a tripped fuel pump circuit breaker." These are mandatory AFM limitations once inserted; failing to train crews or update checklists creates operational risk and non-compliance.

7. Defueling thresholds: Annex A prescribes specific pounds cutoffs when defueling with passengers on board: approximately 7,000 lb for CWT, 3,000 lb for main tanks, and 2,100 lb for HST. Operators must ensure their ground crews and procedures reflect these numeric thresholds, not generic low-fuel practices.

8. Removal of AFM amendments from earlier ADs: Requirement 5 requires removal of AFM amendments specified in earlier ADs listed in Table 7. Operators whose records show prior compliance with those ADs must ensure those AFM entries are actually removed after satisfying the current AD’s prerequisites; failure to do so may create conflicting AFM statements.

9. Reliance on FAA AMOCs for later SBs: The AD accepts later revisions of SBs only if they are approved by the FAA as AMOCs to FAA AD 2007-13-14. Operators who adopt later SB revisions without confirming FAA AMOC approval may mistakenly assume compliance. Confirm and document FAA AMOC approvals where reliance upon revised SBs is claimed.

10. Record-keeping and proof of pre-effective installations: The AD allows software installations performed before the effective date under certain ASBs to be acceptable. Operators must retain maintenance records that show installation conforms to the listed ASB instructions and dates; absence of documented evidence could make a pre-effective installation non-evidenced for compliance.

11. Multiple acceptable hardware/software paths create complexity: The AD provides multiple acceptable IDS versions and SBs depending on aircraft configuration and production status. That multiplicity can lead to errors where an operator follows an acceptable SB for one configuration but the aircraft’s configuration requires a different SB. Cross-check configuration (HST fitted or not, FR-HiTEMP pumps installed) before deciding the method of compliance.

12. AMM chapter as “one approved method”: The AD says Boeing AMM Chapter 20-41-03 is one approved method for the ground-wire removal. That wording implies other FAA-approved methods may exist. Operators must confirm whether the AMM chapter was actually used or whether FAA approved a different method in the specific case.

This section sets out a practical, source-grounded compliance checklist driven exclusively by the Directive’s text and tables. It emphasises sequencing, documentation, and configuration checks that the AD itself makes material.

Step 1 , Confirm applicability

• Compare your aeroplane serial/configuration against the Boeing Alert Service Bulletins listed in Table 1 and Table 2 of the AD. Table 1 lists Boeing ASBs 747-31A2351 Rev 1 (17 March 2005), 747-31A2350 Rev 1 (17 March 2005) and 747-31A2352 Rev 1 (17 March 2005) as the primary ASBs for applicability. Only aeroplanes identified in those ASBs fall within the AD’s scope.

Step 2 , Plan IDS software installation (Requirement 1)

• Procure and schedule installation of IDS-504 software into the integrated display units and the EFIS/engine indication and crew alerting system interface units, following the Accomplishment Instructions of the applicable Boeing ASB identified in Table 2. Note that installing IDS-504 prior to the effective date in accordance with ASBs in Table 3, or installing IDS-503 for aeroplanes without an HST per Table 4, or IDS-505/IDS-506 in production per Table 5, are acceptable alternatives in the AD’s terms. However, document the SB and version used.
• Deadline: complete within six months after the effective date (effective date 30 August 2007 as per the AD).

Step 3 , Track sequence for FR-HiTEMP-equipped aeroplanes (Requirement 2)

• If your aeroplane has FR-HiTEMP fuel pumps installed per Boeing SB 747-28-2258 (original issue or Revision 1) or during production, plan the ground-wire removal of the wire integration unit at connector/pin locations in Table 6 (connectors: L-EIU DM7353CA, C-EIU DM7352CA, R-EIU DM7351CA; pin G13 for each).
• The ground-wire removal must be completed after IDS-504 has been installed (Requirement 1), and within six months after the AD effective date.
• The method of removal must be approved by the Manager, Seattle Aircraft Certification Office, FAA. Boeing AMM Chapter 20-41-03 is cited as one approved method. Secure and document FAA Seattle ACO approval if using another method.

Step 4 , Revise the AFM (Requirements 3 and 4)

• For all affected aeroplanes, concurrently with Requirement 1, insert Annex A into the Limitations section of the AFM (Requirement 3). For FR-HiTEMP-equipped aeroplanes, insert Annex A concurrently with Requirement 2 (Requirement 4).
• The AD allows the AFM amendment by inserting a copy of Annex A. Record the AFM change in aircraft records and update any dispatch documentation, MELs or QRH references used operationally.
• Ensure crew training and operational checklists are updated to reflect Annex A requirements, including the numeric defueling thresholds and the explicit pump-off actions tied to displayed messages.

Step 5 , Remove prior AFM amendments (Requirement 5)

• After Requirements 1 and 3 are satisfied, remove the AFM amendments specified in ADs listed in Table 7 (AD/B747/270, AD/B747/188 Amdt 3, AD/B747/280, AD/B747/283). Confirm that removal does not leave gaps in the AFM and that Annex A provides the required guidance.

Step 6 , Document alternate compliance pathways and AMOCs

• If relying on earlier installations performed before the effective date, retain and file the maintenance records that evidence installation in accordance with the relevant ASBs listed in Tables 3 and 4, or SBs in Table 5 for IDS-506 retrofits.
• If using later revisions of SBs, confirm that the revisions are approved by the FAA as AMOC to FAA AD 2007-13-14, since the AD accepts later SB revisions only with FAA AMOC approval. Obtain written evidence of FAA AMOC approval and include it with compliance records.

Step 7 , Training, operational controls, and defueling procedures

• Train flight crews, dispatchers and ground staff on the AFM limitations in Annex A: dispatch limits for CWT and HST, required pump selections when certain messages are displayed, the prohibition on cycling pumps with continuous low pressure indications, the prohibition on resetting tripped fuel pump circuit breakers, and defueling procedures and thresholds for passenger-carrying scenarios.
• Update maintenance organisation work cards and ground operations procedures to ensure fuel pump low pressure lamp tests are performed before defueling and that fuel pump switches are positioned OFF at the specified poundages when defueling with passengers on board.

Step 8 , Record retention and audit readiness

• Maintain maintenance entries showing the SB number, software version installed, date of installation, method for any wiring removal and the FAA approval (for Requirement 2 where applicable). Keep AFM amendment entries and records of removal of prior AFM amendments per Table 7. Retain evidence of any FAA AMOC approvals relied upon.

Step 9 , Coordinate with regulatory and OEM authorities

• Where the AD requires FAA approvals (e.g., ground-wire removal method and AMOCs to FAA ADs), coordinate with the FAA Seattle ACO and with Boeing/Rockwell Collins for service bulletin details and approved methods. Document all approvals and cross-reference them to compliance records.

Step 10 , Verify completion against AD compliance schedule

• Cross-check that all actions were completed within the AD’s timeframes: Requirement 1 within six months of effective date; Requirement 2 after Requirement 1 and within six months; Requirements 3 and 4 concurrent with Requirements 1 and 2 respectively; Requirement 5 after compliance with Requirements 1 and 3.

Following these steps will align technical modifications, wiring changes, AFM insertions and paperwork with the AD’s explicit requirements and timeframes. Operators should ensure that all changes are executed in accordance with the identified SBs and the FAA approvals the AD requires, and that records demonstrate both the method and timing of compliance.