AD/B767/252 - Auxilary Fuel tank Pump Automatic Shut Off Installation

The AD rests on a small set of concrete technical and procedural concepts that determine applicability, required actions, acceptable alternatives, and termination options. The main concepts are: (1) automatic shutoff system installation; (2) AFM operational limitations; (3) cockpit placarding under specific fleet conditions; (4) centre tank deactivation as an alternative terminating action; (5) reactivation approval conditions; and (6) reliance on FAA-approved SB revisions and FAA AD AMOCs as acceptable compliance paths.

Automatic shutoff system (Requirement 1)

• The AD compels the physical installation of an automatic shutoff system for the centre tank fuel pump(s). It specifies the exact Boeing SBs to follow by model group: SB 767-28A0083 Rev 2 (12 Feb 2009) for -200/-300/-300F and SB 767-28A0084 Rev 1 (26 Apr 2007) for -400ER. The AD also accepts earlier SB issues listed in Table 1 if installations were completed before the effective date. The automatic shutoff is the central hardware fix intended to prevent pump operation outside safe conditions.

AFM changes and operational controls (Requirement 2)

• The AD requires inserting specific text into the AFM Section 1, Certificate Limitations. The AD provides the exact wording to be included, covering when centre tank pumps may be ON during ground and flight operations, procedures for lamp testing, prohibitions on intentional dry running, and the prohibition on resetting a tripped pump or circuit breaker. The AD allows the AFM change to be done by inserting the Directive itself into the AFM and notes that when identical wording is included in a general AFM revision the directive copy may be removed (Note 1).

Placard requirement (Requirement 3 and related notes)

• For specific Model 767-200/-300/-300F aeroplanes that meet any of the listed conditions (a, b or c), a placard must be installed adjacent to each pilot’s primary flight display warning the crew that "AD/B767/167 Amdt 3 fuel usage restrictions required." The three conditions are fleet-related or modification-related, creating an interdependence between a single aeroplane’s modification status and placarding across the fleet. Note 2 clarifies that if all aeroplanes in an operator’s fleet have the actions done, or if fuel usage restrictions are maintained until auto-shutoff is installed on all fleet aeroplanes, placarding is not necessary "before removal of the wet shutoff restrictions of AD/B767/167 Amdt 3."

Deactivation as optional terminating action

• Deactivation of the centre fuel tank per Boeing Alert SB 767-28A0050 (18 Dec 1997) or SB 767-28A0050 Revision 1 (22 Dec 1999) terminates Requirements 1-3 (but not Requirements 4 and 5). This concept gives operators a route that avoids installation of the automatic shutoff hardware at the cost of losing centre-tank functionality.

Reactivation approval and re-imposition of requirements (Requirements 4 and 5)

• If an operator wants to reactivate a centre tank that has been deactivated, that reactivation must be approved by the Manager, Continuing Airworthiness, CASA, and the approval must meet the aeroplane’s certification basis and specifically reference this AD or FAA AD2009-16-06. If reactivation occurs the AD requires that Requirements 1-3 be completed.

FAA SB/AD interplay

• The AD expressly links acceptable compliance to FAA approvals: later revisions of SB 767-28A0083 Rev 2 or 767-28A0084 Rev 1 that the FAA approves as an AMOC to FAA AD2009-16-06 are considered acceptable for compliance with the equivalent requirements of this Directive. The directive itself refers to FAA AD 2009-16-06 Amdt 39-15989 (Note 3).

Timing and phasing

• The AD sets firm compliance windows: installation within 36 months, AFM revision concurrently, placard within 30 days, and reactivation approvals prior to reactivation, with reactivation-related actions before further flight or within 36 months.

These concepts determine compliance pathways and induce certain economic and operational decisions for operators: install the shutoff hardware; leave the centre tank deactivated; or keep the centre tank deactivated and seek CASA approvals for reactivation and subsequent modifications. The AD ties hardware changes to operational limits in the AFM and creates fleet-interdependency effects through the placard rule and the "fleet" condition.

The directive names the affected aeroplane models and line numbers directly: "Model 767-200, -300, -300F and -400ER series aeroplanes" with line numbers 1 through 940 inclusive. That is the precise applicability perimeter used by the AD. The AD therefore affects:

Operators and owners of Boeing 767 aeroplanes within the specified model and line-number range. That group includes air carriers, freight operators, leasees, and any entity that holds operational control or maintenance responsibility for affected aeroplanes.

Maintenance organisations and MRO providers. They will perform the physical installation per the specified Boeing SBs, conduct AFM insertions, perform placard installations, and document work. SB compliance will typically require an approved maintenance organisation with the capability to carry out modifications to fuel systems and avionic/engineering interfaces.

Flightcrew and operations personnel. Requirement 2 amends AFM operating procedures and imposes explicit limitations and checks for flightcrews (for example, lamp tests, monitoring low PRESS lights, and prohibitions on resetting tripped pumps). The placard (Requirement 3) must be installed adjacent to each pilot’s primary flight display for certain aeroplanes and is a direct operational cue.

Fleet managers and compliance officers. The placard obligation pivots on fleet status (Requirement 3(a) refers to "an aeroplane is operated in a fleet of aeroplanes on which the actions specified in Requirement 1 of this Directive have been accomplished on at least one of the fleet's aeroplanes"). That creates a decision point for fleet-level modification sequencing and documentation. Managers must track which aeroplanes have the shutoff installed, which do not, and whether placarding is required across the fleet.

Regulatory decision-makers within CASA. Requirement 4 requires the Manager, Continuing Airworthiness, CASA, to approve any reactivation method, with conditions about meeting certification basis and specifically referencing this AD or FAA AD2009-16-06.

Design approval and safety assessors. The AD references Boeing service bulletins and FAA AMOCs; organisations seeking alternative compliance paths or engineering changes must engage with CASA or rely on FAA AMOCs that the AD says are acceptable for equivalent requirements.

Less directly but materially affected parties include lessees (who will need to ensure compliance per lease terms), insurers (who will need to account for configuration and operating limitations), and logistics planners (if operators choose deactivation, affecting range and payload planning).

The directive’s applicability is narrow in model/line-number terms, but the operational ripple effects are wider because the fleet-condition in Requirement 3 links actions on individual aeroplanes to placarding across an operator’s fleet. The AD also explicitly provides an optional terminating measure (centre tank deactivation) that materially changes aircraft capability and therefore commercial operations and contracts that assume centre-tank fuel availability.

Duties imposed by the AD are specific and time-bound. The AD sets out the following mandatory duties.

Duty to install automatic shutoff (Requirement 1)

• Operators of listed Model 767 aeroplanes with line numbers 1-940 must install an automatic shutoff system for the centre tank fuel pump(s) in accordance with the SB appropriate to the model (SB 767-28A0083 Rev 2 for -200/-300/-300F; SB 767-28A0084 Rev 1 for -400ER). The AD states that installing an automatic shutoff system in accordance with earlier identified service information may be acceptable if accomplished before the AD effective date (Table 1). Compliance time: within 36 months after the effective date of this Directive.

Duty to revise the AFM (Requirement 2)

• Operators must revise Section 1, Certificate Limitations, of the Boeing 767 AFM to include the prescribed text concerning centre tank fuel pump operation: switching rules during ground operations prior to engine start, monitoring of low PRESS lights, verification of EICAS messages, selecting OFF when CTR L or CTR R FUEL PUMP messages display, rules during cruise for reselection, de-fuelling and fuel transfer lamp tests and procedures, prohibition on intentional dry running, and prohibition on resetting a tripped pump or circuit breaker. The AFM revision is required concurrently with Requirement 1 (i.e., within the same 36-month window).

Duty to install placard in certain circumstances (Requirement 3)

• For Model 767-200, -300 and -300F aeroplanes that meet any of three conditions listed in a, b, or c, a placard must be installed adjacent to each pilot’s primary flight display within 30 days after the AD’s effective date. The placard text is specified. The three conditions are: (a) the aeroplane is in a fleet in which at least one aeroplane has completed Requirement 1; (b) modified centre tank override and override/jettison fuel pumps (i.e., pumps not subject to the unsafe condition) have not been installed per AD/B767/167 Initial Issue, Amdt 1, Amdt 2 or Amdt 3; or (c) Requirement 1 has not been accomplished for that aeroplane. Note 2 allows removal of the placard if all fleet aeroplanes have had the actions completed or if fuel usage restrictions are maintained until all fleet aeroplanes have automatic shutoff systems installed.

Deactivation termination (optional duty/option)

• Deactivation of the centre fuel tank under Boeing Alert SB 767-28A0050 or SB 767-28A0050 Rev 1 is stated to terminate Requirements 1-3. That gives operators a compliance option: either install hardware and follow AFM/placard duties, or deactivate the centre tank and thereby avoid the other three requirements, subject to Requirements 4-5 if reactivation is later desired.

Approval for reactivation (Requirement 4)

• If an operator seeks to reactivate a centre fuel tank that has been deactivated, the reactivation method must be approved by the Manager, Continuing Airworthiness, Airworthiness and Engineering Branch, CASA. The approval must meet the aeroplane’s certification basis and specifically reference this Directive or FAA AD2009-16-06.

Reinstatement of duties if reactivated (Requirement 5)

• If the centre tank is reactivated, Requirements 1-3 must be accomplished; compliance timing is before further flight following reactivation, or within 36 months after the effective date, whichever occurs later.

Rights and approvals

• The AD permits certain later revisions of Boeing SB 767-28A0083 Rev 2 or 767-28A0084 Rev 1 that are approved by the FAA as Alternate Methods of Compliance to FAA AD2009-16-06 to be used as acceptable compliance. That provides operators an option to rely on FAA-approved AMOCs as an acceptable compliance path. The AD also explicitly reserves CASA’s authority (Manager, Continuing Airworthiness) to approve reactivation methods, which is a discretionary approval right held by CASA.

Documentation rights

• The AD permits AFM revision by physically inserting a copy of the Directive into the AFM and allows removing that copy when identical statements are included in general AFM revisions (Note 1). This provides an administratively simple route for immediate AFM compliance.

Who decides

• Operationally, the operator decides whether to install the automatic shutoff, retain or deactivate the centre tank, or seek approval to reactivate, subject to CASA approval where reactivation is sought. Boeing SBs set the technical method; FAA AMOCs and CASA’s Manager, Continuing Airworthiness, are the regulatory gates for alternative compliance or reactivation approvals.

The AD does not specify fines or enforcement steps in the text provided; it states the effective date and prescriptive duties. Responsibility for tracking compliance and maintaining documents rests with operators and maintenance organisations; CASA retains approval functions for reactivation and implicitly for acceptance of AMOCs via the FAA route described.

The AD text included in the source sets out mandatory compliance actions and deadlines and records the effective date (24 September 2009) and signature (James Coyne, Delegate of the Civil Aviation Safety Authority). However, the document itself does not specify monetary penalties, sanctions, or the exact enforcement mechanisms or sanctioning processes that CASA will apply in the event of non-compliance. The directive is framed as an airworthiness requirement with specified compliance times and technical instructions, but it does not enumerate enforcement penalties in the text provided.

What the AD does establish is:

• Prescriptive obligations with explicit deadlines: Requirement 1 must be accomplished within 36 months; Requirement 2 concurrently with Requirement 1; Requirement 3 within 30 days; Requirement 4 prior to reactivation; Requirement 5 prior to further flight after reactivation or within 36 months after the effective date, whichever is later. These deadlines create clear compliance milestones that CASA will be able to audit against.

What the document does not state:

• The AD does not include explicit statutory references to infringement notices, fines, or certificate suspension/termination actions in its text. It does not set out administrative procedures for CASA enforcement or an appeals process. It does not describe any transitional relief beyond the stated compliance windows.

Implication for operators and compliance teams:

• Although the AD itself omits explicit penalty language, operators should treat the directive as mandatory and time-limited. Airworthiness Directives issued by CASA are binding on operators of affected aeroplanes; failure to comply with an AD will typically have immediate operational consequences (aircraft grounding) because compliance with ADs is a condition of continuing airworthiness. The AD’s inclusion of an explicit effective date and exact compliance timing gives a clear framework against which regulators and operators can measure compliance.

Interaction with approvals and AMOCs:

• The AD expressly recognises FAA AMOCs approved against FAA AD2009-16-06 as acceptable if they apply to the later revisions of the specified SBs. This cross-reference provides an accepted regulatory compliance path; reliance on an FAA AMOC should be evidenced in maintenance records. Requirement 4 vests CASA’s Manager, Continuing Airworthiness with approval discretion for reactivation methods, which creates a regulatory checkpoint for any reactivation.

Record-keeping and audit risk:

• Given the nature of ADs, documentation matters: evidence of SB compliance, AFM insertion, placard installation, and approvals for deactivation/reactivation should be retained. Although the AD does not list penalties, missing records during an audit could lead to CASA action under broader regulatory instruments outside the directive text.

In short, the AD defines mandatory work and operational changes and provides compliance windows; it does not itself list enforcement penalties in the text provided. Operators should assume the AD is a binding safety requirement and maintain contemporaneous records and approvals showing full compliance with the specified Requirements and accepted SB/AMOC paths.

The AD explicitly references and interacts with other regulatory instruments and manufacturer service information, creating an interlock between CASA, FAA directives, and Boeing service bulletins.

Reference to FAA AD2009-16-06

• The AD notes "FAA AD 2009-16-06 Amdt 39-15989 refers" (Note 3). It also states that "Later revisions of SB 767-28A0083, Revision 2, or 767-28A0084, Revision 1 approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2009-16-06, are considered acceptable for compliance with the equivalent Requirements of this Directive." That creates a direct regulatory link: FAA AMOCs to FAA AD2009-16-06 are usable by Australian operators as acceptable compliance for the equivalent requirements of this CASA AD.

Interaction with prior CASA ADs

• The AD references AD/B767/167 (Initial Issue, Amendment 1, Amendment 2, Amendment 3) in the placarding condition (Requirement 3(b)) and in Note 2, which discusses the "wet shutoff restrictions" of AD/B767/167 Amdt 3. Those earlier CASA directives are part of the regulatory regime that this AD builds on. The placard text itself refers to "AD/B767/167 Amdt 3 fuel usage restrictions required", creating an operational cross-reference to earlier CASA AD content.

Service bulletins and manufacturer data

• The AD prescribes specific Boeing SBs as the technical method for installing the automatic shutoff systems (SB 767-28A0083 Rev 2 and SB 767-28A0084 Rev 1) and accepts certain earlier SB editions if installed prior to the effective date (Table 1). It also accepts deactivation per Boeing Alert SB 767-28A0050 or SB 767-28A0050 Rev 1 as terminating actions for some Requirements. Thus, compliance depends on following manufacturer technical data as incorporated into the AD.

CASA approval and certification basis

• Requirement 4 mandates that any reactivation method be approved by the Manager, Continuing Airworthiness, CASA, and that the method must meet the aeroplane’s certification basis and reference this Directive or FAA AD2009-16-06. This ties CASA’s approval to the design/certification framework underpinning the aeroplane and to the FAA AD as a specific comparator.

AMOC recognition

• By recognising FAA-approved AMOCs to FAA AD2009-16-06 as acceptable, the AD allows Australian operators to rely on certain FAA regulatory outcomes. That creates a regulatory interaction where FAA engineering approvals are admitted as compliance evidence, but CASA retains authority to approve reactivation methods.

Regulatory boundary and missing enforcement details

• The AD itself does not restate CASA’s enabling statutes, enforcement powers, or administrative procedures; it operates within that broader legal framework but does not explicitly cite the Civil Aviation Act or Civil Aviation Safety Regulations in the text provided. For operational effect, this AD should be read with the wider regulatory regime that gives CASA its enforcement authority, but those statutes and regulations are not included or quoted in the AD document.

Operational and contractual impacts

• Because the AD either requires installation of hardware or allows deactivation of the centre tank, it will affect contractual obligations (e.g., lease agreements, payload/range guarantees, insurance coverage) that reference aircraft equipment or performance. The AD’s reference to AFM changes may also have downstream regulatory effects under flight operations rules that require compliance with AFM limitations; those interactions are implied by the AFM amendment requirement.

In summary, the AD cross-references FAA AD2009-16-06 and specified Boeing SBs, recognises FAA AMOCs for compliance, relies on prior CASA AD/B767/167 content for placarding requirements, and establishes CASA approval authority for any tank reactivation. It operates within the larger CASA/FAA/manufacturer regulatory and technical ecosystem; parties should consider the AD alongside those instruments when assessing legal and operational obligations.

The AD text supplied shows a single, self-contained directive issued by the Civil Aviation Safety Authority and signed by James Coyne, Delegate of CASA, dated 14 August 2009, with an effective date of 24 September 2009. The directive number is AD/B767/252 and it is dated 10/2009 in the header. Within the directive it references earlier service bulletin revisions and other ADs, but it does not record any internal amendments to AD/B767/252 itself within the supplied text.

Referenced documents and revisions

• The AD relies on certain Boeing service bulletins by revision and date:
  • Boeing SB 767-28A0083, Revision 2, dated 12 February 2009 (for -200/-300/-300F).
  • Boeing SB 767-28A0084, Revision 1, dated 26 April 2007 (for -400ER).
  • Table 1 lists previous issues of service bulletins: Alert SB 767-28A0083 (Original, 3 May 2006), Alert SB 767-28A0084 (Original, 3 May 2006), and Service Bulletin 767-28A0083 (Revision 1, 26 April 2007).
  • The AD identifies Boeing Alert Service Bulletin 767-28A0050 dated 18 December 1997 and Boeing SB 767-28A0050 Revision 1 dated 22 December 1999 as the deactivation path.

Cross-references to other ADs

• The AD explicitly references FAA AD 2009-16-06 Amdt 39-15989 (Note 3), and it also refers to CASA AD/B767/167 (various amendments) for placarding fuel usage restrictions (Requirement 3 and Note 2).

No internal amendments recorded in source

• The supplied directive does not include a history of amendments to AD/B767/252 itself: no later amendment numbers or revision dates for AD/B767/252 are shown. The AD does state that later revisions of the referenced Boeing SBs that are approved by the FAA as an AMOC to FAA AD2009-16-06 are considered acceptable for compliance with equivalent requirements of this Directive. That acts as a prospective accommodation for subsequent SB revisions, but it is not an amendment to the AD text itself.

Effective date and signature

• The AD becomes effective on 24 September 2009 and is signed 14 August 2009 by James Coyne, Delegate of CASA.

Implication for users tracking change

• Operators should be alert that while AD/B767/252 as provided contains no subsequent amendments, the AD allows reliance on later SB revisions if those revisions are FAA-approved as AMOCs. Practically, this means operators should track FAA AD actions and Boeing SB revisions because certain later SB revisions and FAA AMOCs may change the technical route used to comply without requiring an amendment to AD/B767/252. Equally, CASA may in future issue amendments or superseding ADs; the document provided does not include subsequent CASA amendments.

For archival and compliance purposes, record-keeping should show the exact SB revision used, the dates of work, AFM insertions, and any FAA AMOC or CASA approvals applied. If CASA later amends AD/B767/252, operators will need to reconcile prior compliance actions against the updated AD text and any new compliance schedules. The AD itself anticipates future FAA action by accepting FAA-approved AMOCs for specified SBs.

The AD text makes a single explicit cross-reference to FAA AD2009-16-06 (Amdt 39-15989) and to earlier CASA AD/B767/167 amendments, but it contains no mention of litigation, legal challenges, or judicial determinations related to AD/B767/252. No case law, tribunal decisions, or disputes are cited in the directive.

What the document records

• The AD records the factual and administrative history pertinent to its issuance: the date of signature (14 August 2009), the effective date (24 September 2009), and the basis (a design review of the fuel tank systems, described in the Background paragraph). It does not list any contested proceedings, stays, or injunctions in respect of the directive in the text provided.

Implication for research and compliance

• Because the directive as supplied does not mention litigation, researchers and practitioners seeking any litigation history will need to consult external sources such as CASA enforcement records, administrative review decisions, or court databases. The AD itself cannot be read as signalling any pending or concluded litigation.

Reference to FAA AD

• The AD’s reference to FAA AD2009-16-06 potentially points to parallel regulatory activity in the United States; any litigation or administrative appeals regarding FAA AD2009-16-06 would be external to the CASA AD and are not reproduced or discussed in the CASA directive.

Absence of reported litigation is not evidence of absence of disputes

• The directive’s silence on litigation should not be taken as confirmation that no challenges occurred. It merely means that this instrument does not itself report such matters; further investigation in CASA enforcement records, the Federal Court or Administrative Appeals Tribunal databases, or industry trade press would be required to determine if any legal challenges, compliance disputes, or enforcement matters were litigated.

In short, no litigation history is recorded in the AD provided. Practitioners requiring litigation context must search external legal and regulatory records for CASA decisions, enforcement actions, or appeals that may have arisen from implementation of AD/B767/252 or related directives.

This AD contains several operationally significant details and potential traps for operators, plate engineers, flight operations managers and compliance officers. The following items are concrete provisions or consequences that commonly produce implementation failure or misunderstanding unless explicitly tracked.

Applicability by line number

• The AD applies only to Model 767-200, -300, -300F and -400ER series aeroplanes with line numbers 1 through 940 inclusive. Operators must confirm aircraft line numbers against the AD’s applicability language; aircraft outside that line-number range are not covered by this AD as written.

Two different SBs by model group

• The required installation SB differs by model group: SB 767-28A0083 Rev 2 (12 Feb 2009) for -200/-300/-300F and SB 767-28A0084 Rev 1 (26 Apr 2007) for -400ER. Using the wrong SB or failing to document that the correct SB and revision was used could be a compliance failure.

Table 1 allowance for prior installations

• The AD states that installing an automatic shutoff system "is also acceptable for compliance with Requirement 1, if accomplished before the effective date of this Directive in accordance with service information identified in Table 1." Table 1 lists prior SB issues and their dates. Operators must have evidence the earlier installation followed the listed service information and was completed prior to the effective date , documentation matters.

AFM insertion method and AFM housekeeping

• The AD permits AFM revision by inserting a copy of the Directive into the AFM. However Note 1 allows removal of that copy only when identical statements are included in the general AFM revisions. Operators must ensure procedural rigor when inserting or removing directive copies from the AFM to avoid having AFMs without the required text.

Fleet-condition placarding triggers

• Requirement 3’s trigger can be counterintuitive: if one aeroplane in a fleet has had Requirement 1 accomplished, other aeroplanes in that fleet (even if physically unmodified) may require the placard if they meet the other conditions. Condition 3(a) says the placard is required if "the aeroplane is operated in a fleet of aeroplanes on which the actions specified in Requirement 1 ... have been accomplished on at least one of the fleet's aeroplanes." That creates fleet-interdependence and can catch operators who modify a single aeroplane first without adjusting placarding across the fleet.

Plaque wording and location

• The placard wording is prescribed and must be installed "adjacent to each pilot's primary flight display." Failure to place the placard in the specified location or to use the exact wording could be judged non-compliant.

Deactivation termination exceptions

• Deactivation of the centre tank per Boeing Alert SB 767-28A0050 or its Revision 1 "terminates Requirement 1, 2 and 3 of this Directive, except as provided by Requirements 4 and 5." Operators must note that Requirements 4 and 5 remain relevant if reactivation is later sought. Deactivation is not an escape hatch that removes all future regulatory obligations.

Reactivation approval specifics

• Requirement 4 requires Manager, Continuing Airworthiness, CASA approval for any reactivation method. The approval must meet the aeroplane’s certification basis and must specifically reference either AD/B767/252 or FAA AD2009-16-06. Reactive operators must prepare engineering substantiation against the original certification basis, not only against the SBs.

Timing traps

• The AD sets differential timings: placard within 30 days; installation within 36 months; AFM revision concurrently with installation; reactivation approvals prior to reactivation; reactivation follow-up (Requirement 5) before further flight or within 36 months after effective date, whichever is later. Project managers must map these intervals to avoid accidental non-compliance.

Use of FAA AMOCs

• The AD accepts later SB revisions that the FAA approves as AMOCs to FAA AD2009-16-06 as acceptable for compliance with equivalent requirements. Operators relying on FAA AMOCs should be careful to ensure the FAA approval actually references the later SB revision and FAA AD2009-16-06, and that documentation demonstrating the FAA AMOC is retained. CASA acceptance is stated as a matter of the AD, but actual practice could require CASA review in particular situations.

Operational limitations that may affect daily operations

• Requirement 2 prescribes lamp checks, monitoring obligations, explicit prohibitions (do not reset a tripped pump or circuit breaker), and a ban on intentional dry running. These are operational behaviours that may affect standard procedures for de-fuelling, fuel transfer, maintenance testing, or short turnarounds. Flight operations manuals, dispatch procedures and maintenance turnaround checklists should be amended and crew trained.

Record-keeping and audit

• Because the AD does not itself list enforcement penalties in the text provided, operators may be tempted to deprioritise record-keeping. That is a mistake: AD compliance is validated by documentation (SB compliance records, AFM insertions, placard installation records, CASA approvals for reactivation). Poor records will complicate any regulatory inspection or audit and could have operational consequences.

Interplay with AD/B767/167

• The placard refers to AD/B767/167 Amdt 3 fuel usage restrictions. Operators must maintain a coherent understanding of how this AD interacts with that earlier AD; failing to track both could lead to inconsistent flightcrew guidance.

In short, the "gotchas" are mostly administrative and procedural: ensure correct applicability checking, use the correct SB revisions, document prior installations claimed under Table 1, respect fleet-wide consequences of modifying individual aeroplanes, follow AFM insertion and placarding rules exactly, and maintain records and approvals especially where reactivation is considered.

Compliance is a sequence of discrete technical, operational and administrative steps. The AD sets precise requirements and timelines; the following is a practical compliance checklist tied directly to the AD’s Requirements and Notes.

1. Establish applicability (immediately)

   • Confirm each aeroplane’s model and line number. The AD applies to Model 767-200, -300, -300F and -400ER series aeroplanes with line numbers 1-940 inclusive.
   • Determine if any aircraft already have an automatic shutoff system installed, and whether that installation was completed before the AD effective date and in accordance with the service information listed in Table 1.

2. Decide the compliance path (policy decision)

   • Option A: Install automatic shutoff per the SBs specified and comply with AFM revisions and placarding obligations.
   • Option B: Deactivate the centre tank in accordance with Boeing Alert SB 767-28A0050 (or Rev 1), which terminates Requirements 1-3 but leaves Requirements 4-5 relevant for any later reactivation.

3. If choosing installation (fulfil Requirement 1)

   • For -200/-300/-300F follow Boeing SB 767-28A0083 Revision 2 (12 Feb 2009).
   • For -400ER follow Boeing SB 767-28A0084 Revision 1 (26 Apr 2007).
   • If relying on earlier SB installations (Table 1), confirm the installation was performed according to the listed SB and prior to the effective date of the AD and retain documentary evidence.
   • Complete installation within 36 months of the effective date (24 Sep 2009). Document the completion in the aircraft maintenance records and sign appropriate maintenance release.

4. AFM amendment (fulfil Requirement 2)

   • Concurrent with Requirement 1 (i.e., by the same deadline), amend Section 1, Certificate Limitations, of the Boeing 767 AFM to include the AD-prescribed text concerning centre tank fuel pump operation, lamp tests, prohibited actions and other operational details. The AD text may be inserted directly into the AFM as a temporary measure.
   • If a general AFM revision later includes identical wording, the inserted copy of the Directive may be removed (Note 1). Retain records showing when and by whom the AFM insert was made.

5. Placard installation (fulfil Requirement 3 where applicable)

   • Determine whether each -200/-300/-300F aeroplane meets any of the three conditions (a, b or c) triggering the placard requirement. Condition (a) requires understanding the fleet context: if the aeroplane is in a fleet where at least one aeroplane has completed Requirement 1, the placard may be required.
   • If triggered, install a placard adjacent to each pilot’s primary flight display within 30 days after the AD effective date. The placard must include the prescribed statement: "AD/B767/167 Amdt 3 fuel usage restrictions required."
   • If all fleet aeroplanes have completed Requirement 1 or if fuel usage restrictions are maintained until automatic shutoff systems are installed on all fleet aeroplanes, the placard need not be installed before removal of wet shutoff restrictions of AD/B767/167 Amdt 3 (Note 2). Document the fleet status and any decision not to placard.

6. Deactivation path (if chosen)

   • Deactivate the centre fuel tank per Boeing Alert SB 767-28A0050 or SB 767-28A0050 Rev 1. Doing so terminates Requirements 1-3. Document the deactivation thoroughly in maintenance records and AFM notes.
   • Remember Requirements 4 and 5 remain relevant if reactivation is considered later.

7. Reactivation pathway and approvals (fulfil Requirements 4 and 5)

   • If reactivation is proposed, prepare a reactivation method and engineering substantiation that demonstrates compliance with the aeroplane’s certification basis and explicitly references this Directive or FAA AD2009-16-06.
   • Submit the reactivation method to the Manager, Continuing Airworthiness, Airworthiness and Engineering Branch, CASA, for approval. Do not reactivate until CASA approval is obtained (Requirement 4).
   • After reactivation is approved and completed, accomplish Requirements 1-3 before further flight following the reactivation, or within 36 months after the AD effective date, whichever is later (Requirement 5). Document CASA approval and subsequent actions.

8. Use of FAA AMOCs and later SB revisions

   • The AD permits later revisions of SB 767-28A0083 Rev 2 or SB 767-28A0084 Rev 1 that the FAA approves as an AMOC to FAA AD2009-16-06 as acceptable for compliance. If relying on an FAA AMOC, retain the FAA approval documentation and verify it is applicable to the later SB revision and to FAA AD2009-16-06.

9. Documentation, record-keeping and operational integration

   • Record SB compliance details in the aircraft maintenance log: SB number and revision used, dates of work, certification/maintenance release, and technician/organisation credentials.
   • Insert AFM changes per the AD and record the AFM revision entry and signature. If inserting the AD copy into the AFM as a temporary measure, record when it is removed and on what authority (Note 1).
   • Document placard installations (photo, date, sign-off) and any placard removal reasoning (Note 2).
   • Update maintenance schedules, MELs (if relevant), dispatch checklists, and crew briefings to reflect the AFM limitations and prohibitions (for example, do not reset a tripped pump or circuit breaker; perform lamp tests prior to fuel transfer/de-fuelling; prohibition on intentional dry running).
   • Train flightcrews and maintenance personnel on the changed AFM procedures and the pump-operation rules and prohibitions.

10. Audit readiness and evidence of compliance

• Maintain an auditable compliance folder for each aeroplane: applicability check, SB compliance records, AFM revision entries, placard installation records, deactivation/reactivation records, CASA approvals, and FAA AMOC documents if relied upon.
• Use the AD’s effective date and compliance windows to create compliance milestones and internal sign-offs.

Practical notes

• Sequence work to avoid fleet-wide placard obligations if that is a desired aim: consider whether performing installations across the fleet or maintaining fuel usage restrictions until full fleet compliance is preferable from an operational perspective.
• If deactivation is chosen for an aircraft temporarily, plan for the reactivation approval timeline if you expect to return that aircraft to service with centre-tank functionality; CASA approval is required before reactivation.
• Ensure that maintenance organisations used for SB compliance are approved and capable of executing the fuel-system modification and documenting the work to an acceptable standard.

Following these steps, and retaining documentary evidence of each decision and action, will align an operator’s work programme with the AD’s prescriptive and time-bound requirements.