AD/B767/233 - Fuel Quantity Indicator System Wire Harness

The Directive rests on a short set of technical and procedural concepts drawn from the SASB and the FAA advisory material. First, the safety hazard is corrosion of the out-tank FQIS wire harness spar connector backshell that can interrupt the electrical grounding function of the lightning shield (Background). The safety mechanism at issue is the shield-to-backshell bonding and the ground jumper integrity; degradation here is claimed to risk a total loss of electrical grounding between the lightning shield and airframe structure, with an attendant risk of ignition in the presence of fuel vapour.

Second, the remedy required is diagnostic and corrective rather than continuous monitoring. The mandated measures are a one-time detailed inspection of each FQIS wire harness connector for corrosion and damage (Requirement 1.a) and a one-time loop resistance test of each wire harness (Requirement 1.b). The Directive requires follow-up investigative and corrective actions where anomalies are found, to be implemented in accordance with the Accomplishment Instructions of SASB 767-28-0087 (Requirement 2). The instrument does not require periodic recurring inspections in the text provided; it specifies a one-time action within a 48-month window (Compliance).

Third, the Directive creates an approval path for alternative compliance. It accepts later revisions of the SASB provided those revisions have been approved by the FAA as an AMOC to FAA AD 2007-23-09; such revisions are “considered acceptable for compliance with the equivalent Requirements of this Directive” (Note 1). The Directive also references an auxiliary supplier service bulletin, Cinch Service Bulletin CN1156-28-02, as additional guidance for installation of a backshell and assembly upgrade kit (Note 1). The interaction with FAA AD 2007-23-09 is explicit: the Directive refers to that FAA AD (Note 2) and conditions acceptability of later SASB revisions on FAA AMOC approval.

Fourth, the enforcement mechanics supplied by the text are limited to mandating actions and specifying timeframes: Requirement 1 actions must be done within 48 months after the Directive’s effective date, and Requirement 2 corrective actions must be completed before further flight after the inspection or test (Compliance). The Directive becomes effective on 14 February 2008 as stated (Compliance). The instrument does not in its text set out penalties, inspection frequencies beyond the one-time requirement, or broader administrative processes; it points operators to the SASB and the Cinch bulletin for procedural details and to the FAA AD and AMOC process for acceptable alternative compliance methods.

Finally, the Directive’s scope is bounded by the aircraft identified in the cited SASB. Applicability is not universal to every Boeing 767; operators must consult SASB 767-28-0087 dated 5 February 2007 to determine whether a particular airframe is within scope (Applicability). The combined effect is prescriptive technical work for a defined subset of 767-series aeroplanes, with a finite compliance window and a requirement to halt further flight until corrective actions are completed if anomalies are detected.

The Directive directly affects operators, owners and maintenance organisations responsible for the Boeing 767-200, -300 and -300F series aeroplanes that are identified in Boeing SASB 767-28-0087 dated 5 February 2007 (Applicability). That includes the personnel who perform maintenance work governed by the SASB Accomplishment Instructions, and any parts suppliers whose gear is required to perform corrective actions, for example the backshell and assembly upgrade kit mentioned in Cinch Service Bulletin CN1156-28-02 (Note 1).

Who pays. The source text sets technical obligations but does not allocate explicit financial responsibility; pragmatically the work will be carried out by operators or their contracted maintenance organisations and the direct costs will fall to those organisations or to the aircraft owner/operator who commissions the inspection, testing and any required corrective work. If corrective actions require parts such as a Cinch backshell or upgrade kit, those parts will be sourced and paid for by the entity arranging the maintenance, consistent with standard commercial practice. The Directive itself does not stipulate cost-sharing, subsidies or compensation.

Who decides. The Directive ties compliance to service information: work must be “accomplished ... in accordance with SASB 767-28-0087” and corrective actions must follow the Accomplishment Instructions of that SASB (Requirement 1, Requirement 2). Operators therefore decide whether an airframe falls within the SASB’s applicability list and must follow the SASB’s specified procedures. The Directive also delegates a role to the United States FAA via the AMOC process: later revisions of the SASB that have FAA AMOC approval are “considered acceptable for compliance” with the Directive (Note 1). The instrument is signed by the Delegate of the Civil Aviation Safety Authority, indicating CASA’s administrative decision to issue and enforce the Directive in Australia.

Operational impacts. Affected aircraft will need to be scheduled for maintenance to permit inspection of the FQIS wire harness connectors and loop resistance testing. If anomalies are found, the aircraft cannot return to service until the required corrective actions specified in the SASB Accomplishment Instructions are completed , the Directive states that corrective actions must be carried out “before further flight” after completing the Requirement 1 inspection or test (Compliance). That timing creates operational disruption risk for operators with affected aircraft.

Supply and capability effects. The Directive references Cinch Service Bulletin CN1156-28-02 as an additional source for installation of a backshell and assembly upgrade kit (Note 1). Procuring supplied parts or kits and ensuring maintenance facilities are capable of performing the specified inspections and loop resistance tests will be a necessary operational step for affected entities. The Directive accepts later SASB revisions approved by the FAA as AMOC; reliance on those revisions requires that the FAA has processed and approved them, so affected parties who intend to follow a later revision must confirm FAA AMOC status.

The source does not provide enforcement penalties or broader commercial consequences; those matters are not specified in the text and are therefore outside the scope of what the Directive itself prescribes.

Duties imposed by the Directive are explicit and concentrated on inspection, testing and corrective action. The primary duties are:

• Determine applicability. Operators must identify whether their aeroplane is listed in Boeing SASB 767-28-0087 dated 5 February 2007 (Applicability). The Directive applies only to aeroplanes identified in that SASB; it does not purport to apply to all Boeing 767s.

• Conduct the inspections and tests. Within 48 months after the Directive’s effective date, accomplish (a) a detailed inspection of each FQIS wire harness connector for corrosion of the shield-to-backshell connection, corrosion on the ground jumper and damage to the ground jumper; and (b) a loop resistance test of each FQIS wire harness (Requirement 1; Compliance: For Requirement 1 - Within 48 months after the effective date of this Directive).

• Perform required investigative and corrective actions. If any anomalies are noted during the Requirement 1.a inspection or 1.b test, carry out all applicable related investigative and corrective actions by accomplishing all the actions specified in the Accomplishment Instructions of SASB 767-28-0087 (Requirement 2). The Directive requires these corrective actions to be completed before any further flight after completing the inspection or test (Compliance: For Requirement 2 - Before further flight after completing the Requirement 1 inspection or test).

• Use specified service information. The Directive requires work to be done in accordance with SASB 767-28-0087 (Requirement 1 opening line) and identifies Cinch Service Bulletin CN1156-28-02 as an additional source of service information for installing a backshell and assembly upgrade kit (Note 1).

Rights and procedural flexibilities contained in the Directive:

• Acceptance of later SASB revisions approved by FAA as AMOC. The Directive explicitly permits compliance via later revisions of SASB 767-28-0087 provided those revisions have been approved by the FAA as an Alternate Method of Compliance to FAA AD 2007-23-09. Such FAA-approved revisions are “considered acceptable for compliance with the equivalent Requirements of this Directive” (Note 1). This creates a defined route for operators to use updated procedures or corrections in later SASB revisions, subject to FAA AMOC approval.

• Reference to FAA AD. The Directive cross-references FAA AD 2007-23-09 (Note 2). The cross-reference permits operators to align compliance strategies with the FAA’s approach, where FAA approvals are in place.

Not stated. The Directive does not set out administrative appeal processes, penalty amounts, record-keeping requirements, or certification of completed work within the text provided. It prescribes technical actions and timeframes and points operators to the SASB and Cinch Service Bulletin for the detailed Accomplishment Instructions to be followed. The signature block shows the Delegate of CASA issued the Directive (Charles Lenarcic), indicating CASA’s administrative role, but the Directive itself does not articulate enforcement procedures or sanction levels in the text given.

Practical duty implications. The requirement to halt further flight until corrective actions are completed where anomalies exist (Compliance: For Requirement 2) imposes immediate operational obligations on the operator and maintenance organisations to either resolve faults on the spot or manage aircraft downtime. The requirement to follow SASB Accomplishment Instructions delegates technical detail to the manufacturer’s service document; operators must ensure their maintenance providers adhere to that document’s steps in order to be considered compliant with this Directive.

The Directive identifies required actions and compliance windows but does not specify penalties, fines or the enforcement procedures within the text provided. The instrument states its effective date, the actions required, and the timeframes: Requirement 1 must be completed within 48 months after the Directive’s effective date, and any corrective actions required by Requirement 2 must be completed before further flight after completing the inspection or test (Compliance). The Directive is issued by the Civil Aviation Safety Authority as demonstrated by the signature of the Delegate (Charles Lenarcic) and the statement that the Directive becomes effective on 14 February 2008.

What the Directive does include for enforcement context. The text explicitly imposes mandatory technical requirements (inspection, loop resistance test, and any required corrective actions) and sets deadlines. The mandate to implement corrective actions “before further flight” if anomalies are found is a de facto operational enforcement lever, because it prevents return-to-service until remedial work is completed (Requirement 2; Compliance). That requirement creates immediate operational consequences for non-compliance in cases where an anomaly has been detected during the mandated inspection or test.

What the Directive does not state. The text does not provide express statutory penalty levels, administrative fine schedules, or tribunal or appeal procedures. It does not describe the process for CASA to audit compliance, the record-keeping required to demonstrate compliance, or specific sanctions for failing to comply. The only enforcement-related facts in the source are the technical obligations, the compliance timelines, the “before further flight” requirement for corrective actions, and the issuance by the CASA Delegate.

Implication for affected parties. Because the Directive mandates a safety-critical inspection and ties corrective action to a “no further flight” condition where anomalies are found, the principal enforcement mechanism in practice is operational: failure to perform the inspection, test or corrective action within the timeframes, or to prevent further flight where an anomaly remains uncorrected, would leave an aeroplane in a condition that the Directive identifies as unsafe. The Directive’s text does not enumerate prosecution or penalty steps; however, operators facing a potential inability to return an aircraft to service must treat the Requirement 2 “before further flight” condition as an immediate compliance imperative.

AMOC and compliant alternatives. The Directive accepts later revisions of SASB 767-28-0087 that are approved by the FAA as an AMOC to FAA AD 2007-23-09 as acceptable for compliance (Note 1). This provides a defined path for alternative methods of compliance, but the source text leaves the FAA’s AMOC decision-making criteria outside this document.

In summary, the Directive sets mandatory technical duties and immediate operational consequences where anomalies are found, but the text provided does not set out monetary penalties, administrative enforcement processes, or record-keeping obligations. Those matters, if relevant, must be located in other regulatory instruments or CASA enforcement procedures outside this Directive.

The Directive cross-references and aligns to United States Federal Aviation Administration documentation and approval processes, and it incorporates external service information as the procedural basis for compliance. The source explicitly states two linkages:

• FAA AD 2007-23-09. The Directive refers to FAA AD 2007-23-09 (Note 2). While the text does not reproduce the FAA AD, the reference indicates that the Australian Directive is aligned with a corresponding FAA airworthiness action on the same technical issue.

• Acceptance of FAA AMOC approvals. The Directive accepts later revisions of Boeing SASB 767-28-0087 as compliant with this Directive, provided those later revisions have been approved by the FAA as an Alternate Method of Compliance (AMOC) to FAA AD 2007-23-09. The wording is: “Later revisions of the above SASB, approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2007-23-09, are considered acceptable for compliance with the equivalent Requirements of this Directive” (Note 1). That creates a specific interstate regulatory interaction in which an FAA AMOC grants acceptability in Australia for the equivalent SASB revision.

Service information interaction. The Directive requires compliance “in accordance with SASB 767-28-0087” and cites Cinch Service Bulletin CN1156-28-02 as an additional source of service information for installing a backshell and assembly upgrade kit (Requirement 1; Note 1). This delegates the detailed procedural content to manufacturer and supplier service documents. The Directive therefore functions as a regulatory top-line obligation supplemented by privately produced technical instructions.

Scope interaction. Applicability is limited to the aeroplanes “identified in Boeing Special Attention Service Bulletin (SASB) 767-28-0087 dated 5 February 2007” (Applicability). The Directive does not purport to cover Boeing 767 variants or individual aeroplanes not identified in that SASB. That mechanism of referencing an external manufacturer service bulletin to define scope is an interaction between regulatory mandate and private technical documentation.

What the Directive does not do in this text. The Directive does not cite or modify any domestic statutes, civil aviation regulations, or administrative penalty regimes. It does not state how its requirements interact with broader domestic maintenance certification or record-keeping obligations, nor does it describe processes for appeals, exemptions, or enforcement remedies within Australian law. The only explicit inter-authority mechanism provided in the text is the acceptance of FAA AMOC decisions and the cross-reference to the FAA AD.

Practical consequence for operators. Operators who rely on later SASB revisions must ensure those revisions have FAA AMOC approval if they wish to use them to satisfy this Directive. Operators must also use the Accomplishment Instructions in SASB 767-28-0087 as the procedural basis for inspection, testing and corrective action unless they have an FAA-approved AMOC that provides an alternative procedure accepted by this Directive. The Directive’s text establishes that FAA approvals are material to what is considered acceptable compliance in Australia for the specified issue.

The text of the Directive as provided shows these dated items and references relevant to amendment and revision:

• Document identifiers and issue date. The heading shows AD/B767/233 and a notation “2/2008” which identifies the AD’s issue/version and publication cycle. The Directive text states that it “becomes effective on 14 February 2008” (Compliance). The signature block is dated 10 December 2007 and signed by the Delegate of the Civil Aviation Safety Authority, Charles Lenarcic.

• Primary service bulletin date. Applicability is anchored to Boeing SASB 767-28-0087 “dated 5 February 2007” (Applicability). That is the specific revision that defines which aeroplanes are covered and the Accomplishment Instructions to be used per Requirement 1 and Requirement 2.

• Accepted future revisions. The Directive explicitly provides a mechanism for later revisions of the SASB to be acceptable for compliance, but only if they have been approved by the United States FAA as an Alternate Method of Compliance to FAA AD 2007-23-09. The exact language is: “Later revisions of the above SASB, approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2007-23-09, are considered acceptable for compliance with the equivalent Requirements of this Directive” (Note 1). That is an amendment pathway limited by FAA action rather than a domestic amendment process recorded in the Directive text.

• Related supplier bulletin. Note 1 identifies Cinch Service Bulletin CN1156-28-02 as an additional source of service information for installing a backshell and assembly upgrade kit. The Directive does not itself mandate amendment to include later revisions of the Cinch bulletin, nor does it state whether future Cinch revisions will be accepted automatically.

What is not present. The source does not list any subsequent amendments to AD/B767/233 itself. There is no textual record in the provided material of later AD revisions, superseding AD numbers, or further issuance dates beyond the effective date and the signature date. The Directive does not document a domestic amendment process nor provide a schedule for potential future revisals by CASA within the text supplied.

How to treat SASB revisions for compliance. Operators who intend to rely on a later revision of SASB 767-28-0087 must verify FAA AMOC approval status for that revision because the Directive only recognises later revisions that have that FAA approval as acceptable for compliance (Note 1). The Directive therefore sets a conditional acceptance mechanism rather than a free-standing domestic amendment provision.

In sum, the Directive contains the initial issuance dates, references to the exact SASB edition that governs scope and method, and an explicit conditional pathway for subsequent SASB revisions approved by the FAA as AMOC. The text does not record any post-issue amendments or their dates.

The provided text contains no references to litigation, appeals, judicial review, or disputes arising from this Directive. There is no litigation history recorded in the document. The material includes only the Directive text itself, the background that recites FAA reports of corrosion and hazard potential, the technical requirements and compliance timetable, and the signature and effective date details. No case names, legal challenges, administrative appeals, or enforcement proceedings are mentioned.

Absence of litigation references. Because the source does not refer to any litigation or legal proceedings, no conclusions about litigation outcomes, precedential holdings, or dispute patterns can be drawn from this text. Any statements about enforcement actions, prosecutions, or administrative sanctions would be outside the scope of what the Directive itself records.

What the reader should assume from the document. The Directive is an administrative airworthiness instrument that imposes technical obligations and timelines; the document as supplied does not report any subsequent disputes or court cases. If a reader requires a litigation history, they must consult external records, court databases, CASA enforcement history or industry legal reporting; none of those sources are part of the text provided.

The Directive contains several practical traps and points where operators, maintenance organisations and compliance teams can misunderstand the requirements if they do not read the text and its notes carefully.

Applicability is narrow and document-specific. The Directive applies only to aeroplanes “identified in Boeing Special Attention Service Bulletin (SASB) 767-28-0087 dated 5 February 2007” (Applicability). That means an aeroplane that is broadly a 767-200, -300 or -300F is not automatically in scope; an operator must check the SASB’s list and eligibility criteria. Failure to consult the specific SASB edition risks either unnecessary work or failure to inspect an aeroplane that is actually in scope.

One-time requirement, not periodic. The Directive mandates a one-time inspection and loop resistance test to be completed within 48 months after the Directive’s effective date (Compliance: For Requirement 1 - Within 48 months after the effective date). The text does not require periodic re-inspection. If an operator assumes recurring checks are mandated without checking the SASB Accomplishment Instructions, they may expend unnecessary resources; conversely, assuming recurring inspections elsewhere would cover this requirement risks non-compliance with this AD if the one-time inspection has not been completed.

Immediate “no further flight” consequence for anomalies. If anomalies are discovered during Requirement 1 inspection or test, Requirement 2 mandates that all applicable investigative and corrective actions specified in the SASB Accomplishment Instructions must be accomplished, and the Directive requires these corrective actions to be completed “before further flight” (Requirement 2; Compliance). That creates an immediate operational consequence: an aircraft with an unresolved anomaly cannot legally return to service under the terms of this Directive.

Reliance on external service documents. The Directive requires compliance “in accordance with SASB 767-28-0087” and refers to Cinch Service Bulletin CN1156-28-02 as additional information (Requirement 1; Note 1). Operators must ensure they use the correct SASB edition and follow the Accomplishment Instructions; adopting ad hoc repair procedures or incomplete steps risks non-compliance. The Directive’s acceptance of later SASB revisions is contingent on FAA AMOC approval, which must be verified for the specific revision in question (Note 1).

AMOC dependence. The Directive only accepts later SASB revisions if they are approved by the FAA as AMOC to FAA AD 2007-23-09. Operators seeking to use a later revision must confirm that the FAA has approved it as an AMOC; assuming later revisions are automatically acceptable is a trap.

Parts and supplier interaction. The Directive explicitly identifies Cinch Service Bulletin CN1156-28-02 as an additional source for installing a backshell and assembly upgrade kit (Note 1). If corrective work requires that kit, operators must source it and ensure installation conforms to the Cinch instructions as incorporated in the SASB Accomplishment Instructions. Assuming the backshell or upgrade kit is optional or generic could lead to improper repairs.

Timing mismatch risk. The Directive sets a 48-month window from the Directive’s effective date (effective date 14 February 2008). Operators who acquired an aeroplane after the effective date must still comply within the prescribed window; miscalculating the compliance deadline may lead to overdue work, especially where aircraft change operators.

No penalty detail in the text. The Directive does not list penalties, enforcement procedures or documentation requirements in the supplied text. Operators who rely on the absence of penalty details may misunderstand enforcement risk. The Directive does, however, impose operational constraints by requiring corrective work to be completed before further flight if anomalies are found.

Documentation gap risk. The Directive relies on the SASB Accomplishment Instructions for the detailed investigative and corrective actions. If the SASB does not explicitly state the documentation required to demonstrate compliance, that gap can create uncertainty about what proof CASA or an inspector would accept. The Directive itself does not list documentation or record-keeping requirements.

In short, the critical “gotchas” centre on correctly determining applicability via the specific SASB edition, verifying FAA AMOC status for later SASB revisions, treating anomalies as ground-stopping defects until corrected, and ensuring the correct supplier service information (Cinch) is used when required.

Follow the Directive’s specified steps and the SASB Accomplishment Instructions exactly; the Directive conditions compliance on those documents. The high-level compliance steps, drawn verbatim from the Directive, are as follows:

1. Confirm applicability. Consult Boeing SASB 767-28-0087 dated 5 February 2007 to determine whether the aeroplane is identified in that bulletin. The Directive applies to the Boeing Model 767-200, -300 and -300F aeroplanes that are identified in that SASB (Applicability). If an aeroplane is not listed in the SASB, the Directive’s requirements do not apply to it.

2. Schedule work within the compliance window. For Requirement 1, complete the required inspection and loop resistance test within 48 months after the Directive’s effective date (Compliance). The Directive states the effective date is 14 February 2008. Use that date to calculate the deadline for Requirement 1 for planning and resource allocation purposes.

3. Perform the inspection. Accomplish a detailed inspection of each FQIS wire harness connector for (a) corrosion of the shield-to-backshell connection, (b) corrosion on the ground jumper, and (c) damage to the ground jumper, in accordance with SASB 767-28-0087 (Requirement 1.a).

4. Perform the loop resistance test. Conduct a loop resistance test of each FQIS wire harness, in accordance with SASB 767-28-0087 (Requirement 1.b).

5. If anomalies are found, stop and correct. If any anomalies are noted during the Requirement 1.a inspection or Requirement 1.b test, carry out all applicable related investigative and corrective actions by accomplishing all the actions specified in the Accomplishment Instructions of SASB 767-28-0087 (Requirement 2). The Directive requires these corrective actions to be completed before further flight after completing the Requirement 1 inspection or test (Compliance). Do not return the aircraft to service until all applicable corrective actions specified in the SASB Accomplishment Instructions have been carried out.

6. Use Cinch bulletin where required. The SASB refers to Cinch Service Bulletin CN1156-28-02 as an additional source of service information for installing a backshell and assembly upgrade kit (Note 1). If the Accomplishment Instructions call for installation of such parts or kits, use the Cinch service instructions as directed.

7. Consider later SASB revisions only with FAA AMOC. If you intend to rely on a later revision of SASB 767-28-0087, verify that the later revision has been approved by the United States FAA as an Alternate Method of Compliance to FAA AD 2007-23-09. The Directive states that later revisions so approved are “considered acceptable for compliance with the equivalent Requirements of this Directive” (Note 1). Do not assume a later SASB revision is acceptable for compliance unless the FAA has approved it as an AMOC for FAA AD 2007-23-09.

8. Plan for operational consequences. Because Requirement 2 requires that corrective actions be completed “before further flight” after completing an inspection or test where anomalies exist, plan for the possibility of aircraft downtime and parts procurement. If the SASB Accomplishment Instructions specify parts or assemblies, ensure those items can be sourced in a timeframe compatible with operational needs.

9. Record that work was done in accordance with SASB instructions. The Directive requires work to be accomplished in accordance with the SASB and its Accomplishment Instructions (Requirement 1 and Requirement 2). Maintain maintenance records and evidence showing that the inspection, loop resistance test and any corrective actions were carried out exactly as required by the SASB Accomplishment Instructions and by any FAA-approved AMOC revision relied upon. While the Directive text does not specify record formats, operators should keep clear evidence of the procedures followed and results obtained consistent with standard maintenance record practice.

10. Verify the effective date and deadlines. The Directive becomes effective on 14 February 2008 and sets the 48-month timeframe from that date for Requirement 1 (Compliance). Use the effective date noted in this Directive when computing compliance schedules.

Do not improvise. The Directive mandates reliance on SASB 767-28-0087’s Accomplishment Instructions for investigative and corrective action detail. If an operator believes an alternative procedure is justified, that alternative must be an FAA-approved AMOC to FAA AD 2007-23-09 for a later SASB revision to be considered acceptable with respect to this Directive (Note 1). The Directive does not itself describe an Australian equivalently authorised AMOC process; it accepts FAA AMOC approvals as the stated method for later SASB revisions to be acceptable.

Summary checklist. To comply, an operator should: confirm aircraft applicability via the specified SASB edition; schedule inspection and loop resistance testing within the 48-month window; follow the SASB Accomplishment Instructions precisely; if anomalies are found, perform the SASB-specified investigative and corrective actions and do not return the aircraft to service until they are completed; use the Cinch service bulletin where the SASB directs it; confirm FAA AMOC approval before relying on later SASB revisions; and retain records demonstrating the work was performed in accordance with the SASB instructions relied upon.

The Directive supplies the technical duties and compliance dates; the SASB Accomplishment Instructions and Cinch service bulletin provide the procedural details to implement them.