AD/CESSNA 400/112 Amdt 1 - Fuel Boost Pump Wiring

The directive operates through a small set of connected technical concepts drawn from the Cessna service bulletin and the FAA findings. The core concepts are: applicability, inspection, corrective action, retrofit, and replacement-part control.

• Applicability identifies the regulated population precisely: Cessna Model 441 aeroplanes with serial numbers 0001-0362 and 0698. The AD speaks to “the aircraft or aeronautical product mentioned in the applicability section” (Applicability; opening paragraph). The AD’s scope is therefore serial‑number specific.

• Inspection is mandatory and must follow the prescriptive procedure in SB CQB02-1 Revision 2 (Requirement 1). The inspection target is the P/N 5718106-1 wire harness and the fuel boost pump lead wires, both inside and outside the boost pump reservoir (Requirement 1; Background).

• Corrective action is immediate where damage is found. If harness P/N 5718106-1 is chafed or damaged, it must be replaced with P/N 5718106-6 per the service bulletin (Requirement 2). If fuel pump lead wires are chafed or damaged, the AD requires repair and protection of the leads or replacement of the pump, again in accordance with the service bulletin (Requirement 3). Both actions are mandated to be completed before further flight after the inspection (Compliance: Requirements 2 and 3).

• Retrofit to an “improved design” pump and harness is mandated (Requirement 4). That retrofit may be accomplished by installing a fuel boost pump P/N 1C12-17 or an FAA-approved equivalent, and by installing the improved harness P/N 5718106-6, as specified in the service bulletin. Note 2 explicitly records the FAA’s definition of “improved design”: a pump whose lead wires are protected as shown in SB CQB02-1 Revision 2.

• Replacement-part control is introduced by Requirement 5: from the effective date only fuel boost pumps that have been inspected and whose leads have been protected in accordance with SB CQB02-1 Revision 2, and only the improved design harness P/N 5718106-6, may be installed as replacement parts. That creates a supply/installation constraint tied to prior inspection and protection work.

The compliance timetable ties these concepts together: short‑term repetitive inspections (initial within 25 hours TIS if not already done, otherwise within 200 hours), 200‑hour inspection intervals until lead repair or pump replacement (Requirement 1 and Compliance), and a longer window (400 hours TIS) to complete the retrofit (Requirement 4). Note 3 makes clear that installing the improved pump and harness in both wing tanks removes the need for the repetitive inspections (termination of Requirement 1 inspections).

The AD explicitly targets owners/operators and maintenance organisations responsible for Cessna Model 441 aeroplanes with serial numbers 0001 through 0362 and 0698 (Applicability). The AD text states that the delegate “issues the following AD … and requires that the action set out in the requirement section … be taken in relation to the aircraft” (opening paragraph). Practically, the parties who will carry the obligations and costs are:

• Aircraft owners/operators of the listed Model 441 aircraft. They must ensure inspections are conducted within the specified TIS windows and that corrective and retrofit actions are completed per the AD and the referenced service bulletin (Requirement 1; Compliance).

• Maintenance organisations, licensed aircraft engineers and approved maintenance facilities who must perform the inspections, repairs and replacements in accordance with the Cessna service bulletin SB CQB02-1 Revision 2. The AD conditions the work to the service bulletin instructions (Requirement 1, Requirements 2-4).

• Parts suppliers and installers. Requirement 5 restricts replacement installations to fuel boost pumps that have been inspected and whose pump leads have been protected per SB CQB02-1 Revision 2, and to harness P/N 5718106-6. That requires parts suppliers and installers to hold evidence that pumps have been inspected/protected as required, or to supply pre‑compliant parts.

• Regulatory actors, principally CASA and the CASA delegate who issued the AD under subregulation 39.1(1) of CASR 1998, will be the authority issuing and enforcing the directive (opening paragraph, signature block). The Directorate’s action is cross‑referenced to FAA material (Note 4).

Owners/operators of aircraft outside the specified serial number range are not covered by this AD as written. The directive refers to prior ADs: AD/CESSNA 400/111 and the original issue of AD/CESSNA 400/112; operators who previously complied with inspection Requirement 1 under those earlier instruments have modified timing obligations under the Compliance section (Note 1; Compliance).

Who bears the cost: the AD places the mandated actions on the applicable aircraft. The text does not allocate funding or provide parts; therefore the financial burden for inspections, any necessary repairs or replacements, and retrofit work falls on the owner/operator or the party contractually responsible for maintenance. The AD establishes technical and timing obligations but does not state payment mechanisms.

The AD imposes duties by reference to numbered Requirements and to Cessna Service Bulletin CQB02-1 Revision 2. The duties are precise and include timing and technical dependencies.

Primary duties

• Conduct inspections of wire harness P/N 5718106-1 and fuel boost pump lead wires for chafing or damage in accordance with SB CQB02-1 Revision 2 (Requirement 1). The first inspection timing depends on prior compliance: if not previously accomplished under AD/CESSNA 400/111 or AD/CESSNA 400/112 Requirement 1, do the first inspection within 25 hours TIS after the AD’s effective date. If previously accomplished under those earlier ADs, do the next inspection within 200 hours TIS after the prior compliance (Compliance).

• Perform corrective actions before further flight if chafing/damage is found. Specifically, replace harness P/N 5718106-1 with P/N 5718106-6 when chafed/damaged (Requirement 2), and repair and protect fuel pump lead wires or replace the fuel boost pump when pump lead wires are chafed/damaged (Requirement 3). The AD requires these actions “in accordance with SB CQB02-1, Revision 2” and explicitly mandates completion “before further flight” after the inspection (Compliance: Requirements 2 and 3).

• Retrofit: install an improved‑design fuel boost pump (P/N 1C12-17 or an equivalent FAA-approved P/N) or protect the pump leads per SB CQB02-1 Revision 2, and install harness P/N 5718106-6, within 400 hours TIS after the effective date (Requirement 4). Note 2 records the FAA definition of improved design as one with pump lead wires protected per the SB.

• Replacement‑part restriction: as of the effective date only pumps inspected and whose leads are protected per SB CQB02-1 Revision 2 and harness P/N 5718106-6 may be installed on any aeroplane as replacement parts (Requirement 5).

Rights and qualifications implicit in the AD

• The AD allows prior actions done in accordance with an earlier revision of the service bulletin to be accepted for initial inspection compliance. Note 1 states that prior accomplishment of the first inspection per SB CQB02-1 Revision 1 is acceptable for the first inspection required by this Directive. That provides limited retrospective compliance recognition.

• The AD allows “equivalent FAA approved P/N” pumps as alternatives to P/N 1C12-17 when retrofitting (Requirement 4). The notice also refers to FAA material (Note 4), indicating alignment with FAA determinations and an avenue for an FAA-approved equivalent.

Procedural constraints and dependencies

• All inspection, repair and replacement steps are to be performed “in accordance with SB CQB02-1 Revision 2,” thereby delegating technical detail and method to the service bulletin. Compliance therefore depends on following the SB instructions precisely.

• The AD’s timing rules create sequencing obligations. Repetitive inspections continue at ≤200 hour TIS intervals until Requirement 3 is accomplished; Requirement 3 actions must be completed before further flight. Installing the improved pump and harness in both wing tanks terminates the repetitive inspection obligation (Note 3), creating a clear compliance exit once the retrofit task is completed.

Duties not specified

• The AD text does not include recordkeeping, certification paperwork, or explicit approvals for alternative methods of compliance (AMOCs) beyond referring to FAA alternate method correspondence (Note 4). The AD does not set out penalties for non‑compliance in its text.

The AD is issued by a CASA delegate under subregulation 39.1(1) of CASR 1998 and became effective 10 September 2003 (opening paragraph; signature block; effective date). The directive prescribes mandatory actions, compliance intervals and specific pre‑flight requirements, but it does not itself state monetary fines, licence sanctions or criminal penalties within the text. The AD requires completion of corrective actions “before further flight” when chafing or damage is found (Compliance: Requirements 2 and 3) and sets replacement‑part limits effective as of the directive’s date (Requirement 5).

Enforcement mechanisms evident within the AD

• Mandatory corrective action prior to further flight: The AD requires that if damage is detected in the Requirement 1 inspection, replacement of the harness or repair/replacement of the pump must be done “before further flight” (Requirements 2 and 3; Compliance). This imposes an operational consequence , affected aircraft cannot be legally returned to flight under the AD’s terms until repairs/replacements are completed.

• Delegated authority: The AD was issued by a CASA delegate under CASR authority (opening paragraph, signature block). That locates responsibility and enforcement authority within CASA, which notifies the AD in the Commonwealth Gazette (notice of 10 September 2003).

What the AD does not say

• The text contains no express penalty provisions, fines, or civil/criminal sanctions. It also does not set out the administrative enforcement process (for example, suspension of airworthiness certificates or administrative notices). The AD refers to FAA material (Note 4) but does not specify administrative enforcement steps. Any further enforcement consequences or penalties are not stated in the AD itself and would need to be sourced from CASA enforcement policy or CASR provisions outside the AD text, which are not included here.

Practical enforcement implications

• Because corrective actions must be completed before further flight, operators face operational constraints and potential downtime when damage is discovered. The AD’s replacement‑part restriction (Requirement 5) also constrains maintenance and part‑sourcing decisions from the effective date. Enforcement in practice will depend on CASA’s oversight and any broader regulatory regime, but the AD text itself limits what actions may be taken and when.

The AD expressly situates itself within the regulatory framework by stating it is issued under subregulation 39.1(1) of CASR 1998 (opening paragraph). It references and supersedes earlier ADs: the original issue superseded AD/CESSNA 400/111, and this amendment revokes AD/CESSNA 400/112 and issues the amended directive (opening paragraph; Background). The AD also cross‑references FAA materials: FAA AD 2003-09-09 Amendment 39-13138 and an FAA Alternate Method of Compliance letter dated 13 May 2003 are noted as relevant (Note 4). The text explicitly incorporates procedural and technical direction from a manufacturer service bulletin, Cessna SB CQB02-1 Revision 2 dated 7 October 2002 (Requirement 1).

Interactions and dependencies visible in the AD text

• Prior ADs: The AD accepts prior compliance actions performed under AD/CESSNA 400/111 and earlier versions of the service bulletin for the initial inspection (Note 1). The Compliance section modifies inspection timing based on whether an operator complied with those previous AD requirements. The AD therefore creates transitional rules linked to the earlier directives.

• Manufacturer service bulletin: The AD delegates the specific inspection, repair and installation methods to SB CQB02-1 Revision 2. That makes the AD operationally dependent on the content and availability of that service bulletin. The AD’s technical compliance equals compliance with the SB’s procedures.

• FAA coordination: The AD accepts certain FAA instruments as reference points. It requires pumps to be P/N 1C12-17 or “an equivalent FAA approved P/N” for Requirement 4, indicates the FAA’s definition of improved design (Note 2), and refers to FAA AD and FAA Alternate Method of Compliance letter (Note 4). The AD therefore aligns its retrofit standard with FAA approvals and definitions.

What the AD does not do

• The AD does not amend CASR itself, nor does it provide or quote CASR enforcement procedures or penalties. Those legal mechanisms remain external to the AD text. It does not purport to change property rights, contractual terms between owner and maintenance provider, or warranty regimes; it simply mandates technical actions.

Operational consequences across regulatory instruments

• By making the SB the required method, the AD binds operators within the technical envelope of the manufacturer’s instruction. By accepting FAA‑approved equivalents and referencing FAA guidance, it creates a cross‑jurisdictional technical standard that maintenance providers and parts suppliers must recognise. The AD’s replacement‑part rule can alter maintenance supply-chain practices, because replacement pumps must have been inspected and protected per the SB, and harness P/N 5718106-6 is mandated for replacement installations.

The AD text records a short amendment lineage within the document itself. The sequence in the background and opening paragraphs provides the timeline relevant to this instrument.

• AD/CESSNA 400/111: An earlier AD required a one‑time inspection of the fuel boost pump wiring inside and outside the boost pump reservoir and the repair or replacement of wiring as necessary (Background). That earlier AD is the antecedent and was superseded by the original issue of AD/CESSNA 400/112.

• Original issue of AD/CESSNA 400/112: The original issue superseded AD/CESSNA 400/111 and required repetitive inspections until the new design wiring harnesses were installed and the boost pumps either modified or replaced. The original issue became effective on 10 July 2003 (Background).

• AD/CESSNA 400/112 Amdt 1 (this document): The text of this amendment states that a CASA delegate revokes AD/CESSNA 400/112 and issues the AD under CASR authority (opening paragraph). This amendment clarifies what constitutes an “improved design” fuel pump and additionally requires pumps to be inspected before installation (Background, Notes 2 and 4). This Amendment becomes effective on 10 September 2003 (effective date).

Cross‑references and external instruments

• The AD explicitly refers to FAA AD 2003-09-09 Amendment 39-13138 and to an FAA Alternate Method of Compliance Letter dated 13 May 2003 (Note 4). The reference indicates reliance on or coordination with FAA determinations and provides context for the technical standard.

• The technical method for inspections and modifications is anchored to Cessna SB CQB02-1 Revision 2 dated 7 October 2002, which is the operative technical document for Requirement 1 and subsequent corrective and retrofit work.

Notable clarifications introduced by the amendment

• This amendment clarifies the definition of “improved design” (Note 2) and imposes a pre-installation inspection requirement for pumps used as replacements (Requirement 5). It also sets out precise timing for inspections and retrofit completion (Compliance).

Administrative dates

• The delegate signed the amendment on 3 September 2003 (signature block) and the AD is notified in the Commonwealth of Australia Gazette on 10 September 2003. The AD states its effective date as 10 September 2003.

The AD text does not cite any litigation, court decisions or challenges in relation to this directive. The document includes no cases or judicial references. It records regulatory and administrative actions (supersessions and amendments of prior ADs), the CASA delegate’s signature, and cross‑references to FAA materials, but it contains no record of legal proceedings, appeals, or judicial review outcomes.

Consequences for practitioners

• There is no litigation history in the AD to use as precedent for disputes over interpretation, compliance timelines, or enforcement. Any disputes arising from this AD would therefore need to rely on general aviation regulatory law, CASA enforcement practice, or contractual remedies; the AD itself contains no litigation guidance.

• Because the AD relies on service bulletin content for technical method, any legal argument about whether a particular inspection or repair met the AD’s requirements will likely hinge on the SB’s terms. Practitioners should note that the AD recognises prior compliance under SB CQB02-1 Revision 1 for initial inspection purposes (Note 1), which may be relevant where claims rest on whether inspections were performed before the effective date or under an earlier SB revision.

When litigation may arise (based on the AD’s mechanics)

• Disputes could emerge from operational impacts of the “before further flight” requirement where an operator claims undue grounding or where disagreement exists over whether an inspection was correctly performed per the SB.

• Supply‑chain disputes could arise from Requirement 5 restricting replacement installations to pumps inspected/protected per SB Revision 2 and harness P/N 5718106-6, particularly where a parts supplier or maintenance provider contends that a supplied pump meets the “FAA approved equivalent” standard.

All of the above are plausible dispute vectors but the AD text itself records no litigation to date.

The AD contains several technical and procedural details that can produce practical pitfalls for operators, maintenance providers and parts suppliers. These are not hidden, but they are precise and can affect operational and supply decisions.

Serial‑number specificity

• Applicability limits the AD to Model 441 aeroplanes serial numbers 0001-0362 and 0698. Operators must check serial numbers carefully; an incorrect interpretation of applicability could lead to unnecessary work or missed compliance.

Service bulletin is the operative technical standard

• Requirement 1 and the corrective and retrofit steps are to be performed “in accordance with SB CQB02-1 Revision 2, dated 7 October 2002.” Failure to follow that specific revision may not satisfy the AD. Note 1 permits prior inspection under SB Revision 1 for the initial inspection, but subsequent corrective and installation steps are tied to Revision 2. Care is needed to ensure the correct revision is used in performing work.

Timing traps and sequencing

• If the first Requirement 1 inspection was not already done under earlier ADs, it must be completed within 25 hours TIS after the AD’s effective date, and thereafter at intervals not exceeding 200 hours TIS until Requirement 3 is accomplished (Compliance). That 25‑hour window is short and may necessitate immediate scheduling of maintenance resources.

• Requirement 2 or 3 corrective action must be done “before further flight” after completing the Requirement 1 inspection. Discovering chafing or damage during the inspection can therefore render the aircraft unfit for flight until repairs or replacements are completed, creating potential operational downtime.

Replacement‑part restriction and evidentiary requirement

• Requirement 5 limits replacement installations to pumps that have been inspected and whose pump leads have been protected per SB CQB02-1 Revision 2 and to harness P/N 5718106-6. This creates a supply‑chain evidentiary issue: installers must be able to verify that a pump has been inspected and protected in accordance with the SB. The AD does not lay out the form of proof required, so operators should anticipate needing documented evidence of the inspection/protection.

Termination condition depends on both wing tanks

• Note 3 makes clear that installing an improved design fuel pump and P/N 5718106-6 harness in both wing tanks terminates the repetitive Requirement 1 inspections. Installing the improved design in only one tank does not terminate the inspections. Operators seeking to end the inspection cycle must plan to upgrade both wing tanks.

Use of FAA‑approved equivalents

• Requirement 4 allows “P/N 1C12-17 or an equivalent FAA approved P/N.” Interpretation depends on FAA approval status; the AD references FAA materials (Note 4) but does not spell out the process for determining equivalence. Operators using an “equivalent” part should ensure and document FAA approval status.

Prior compliance recognition is limited

• Note 1 accepts prior accomplishment of the first Requirement 1 inspection in accordance with SB CQB02-1 Revision 1 for the first inspection required by this Directive. That concession applies to the initial inspection only and does not negate the need to follow SB Revision 2 for corrective and retrofit actions.

No explicit recordkeeping or AMOC process set out

• The AD does not prescribe recordkeeping formats, nor does it include a local alternate method of compliance (AMOC) provision. Note 4 references FAA Alternate Method of Compliance correspondence, but the AD itself provides no direct mechanism. Operators who seek a formal AMOC should be prepared to engage with CASA or the FAA; the AD text itself does not specify the pathway.

Potential operational cost and downtime

• The AD requires inspections at short intervals until retrofits are completed and mandates repair/replacement before further flight when damage is found. Operators need to budget for parts, labour and potential grounding time. The AD does not provide funding or parts.

Compliance with this AD requires following the directive’s numbering and the referenced service bulletin, meeting the timing windows, and ensuring that corrective and retrofit work is completed as specified. The AD expressly conditions actions on SB CQB02-1 Revision 2 dated 7 October 2002, so operators should obtain and follow that document.

Stepwise practical checklist grounded in the AD text

1. Determine applicability. Verify the aircraft is a Cessna Model 441 and check the serial number against the Applicability list (serial numbers 0001-0362 and 0698). If the serial number is outside those listed, the AD does not apply as written.

2. Obtain the operative service bulletin. Acquire Cessna SB CQB02-1 Revision 2 dated 7 October 2002 and ensure personnel are trained to perform inspections and corrective work per that revision. Note 1 permits initial inspections done per Revision 1 to be accepted for the first inspection only, but subsequent steps must follow Revision 2.

3. Schedule the Requirement 1 inspection within the AD’s timing windows. If you have not already completed the first inspection under AD/CESSNA 400/111 or the original AD/CESSNA 400/112 Requirement 1, schedule the first inspection to occur within 25 hours TIS after 10 September 2003 (the effective date). If you did comply with Requirement 1 under those earlier ADs, schedule the next inspection within 200 hours TIS after the prior compliance and thereafter at intervals not exceeding 200 hours TIS until Requirement 3 is completed (Compliance).

4. Perform the inspection per SB CQB02-1 Revision 2. Inspect P/N 5718106-1 wire harnesses and fuel boost pump lead wires for chafing or damage, both inside and outside the fuel pump reservoir, as directed (Requirement 1; Background).

5. If chafing/damage is found, implement Requirement 2 or 3 before further flight. Replace a chafed/damaged P/N 5718106-1 harness with P/N 5718106-6 per the SB (Requirement 2). If pump lead wires are chafed/damaged, either repair and protect the pump leads or replace the fuel boost pump per the SB (Requirement 3). Complete these actions before the aircraft is next flown (Compliance: Requirements 2 and 3).

6. Schedule and complete the retrofit per Requirement 4 within 400 hours TIS after the effective date. Install an improved design fuel boost pump (P/N 1C12-17 or an FAA‑approved equivalent) or protect the pump leads per SB CQB02-1 Revision 2, and install improved harness P/N 5718106-6 in accordance with the SB. Doing this in both wing tanks terminates the repetitive Requirement 1 inspections (Note 3).

7. Observe replacement part restrictions. From the effective date, only fuel boost pumps inspected and whose leads have been protected per SB CQB02-1 Revision 2 and harness P/N 5718106-6 may be installed as replacement parts (Requirement 5). Before installing replacement pumps, ensure they have been inspected/protected as required and can be documented as such.

8. Plan for cycles and record evidence. While the AD does not prescribe a documentary form, maintain demonstrable records showing the inspection date, findings, the service bulletin revision used, corrective action details (part numbers installed), and the TIS at which works were done. Such records will support compliance with the AD’s timing and “before further flight” conditions.

9. Consider both tanks for termination of inspections. If the operator wants to terminate repetitive inspections under Requirement 1, the improved design pump and P/N 5718106-6 harness must be installed in both wing tanks (Note 3).

10. Review FAA‑equivalence and referenced FAA material when using alternatives. If considering an FAA‑approved equivalent P/N for the pump, secure evidence of FAA approval and ensure conformity with SB CQB02-1 Revision 2 protections (Requirement 4; Note 2; Note 4).

Operational and contractual practicalities

• Engage maintenance providers early to secure availability for the initial 25‑hour or 200‑hour inspections and to estimate turnaround time should replacements be required. Because Requirements 2 and 3 require completion “before further flight,” operators should anticipate possible grounding time.

• For supply chain certainty, confirm that any replacement pump available for purchase has been inspected and protected per SB Revision 2, or obtain new pumps already compliant with P/N 1C12‑17 or an FAA‑approved equivalent, and ensure harness P/N 5718106‑6 is used.

• If an operator has previously complied under AD/CESSNA 400/111 or the original AD/CESSNA 400/112, retain evidence of that compliance to establish the correct inspection timetable under the Compliance section.

• Note that the AD refers to FAA AD 2003-09-09 and an FAA Alternate Method of Compliance letter (Note 4). If contemplating alternative compliance methods or interpretations of what constitutes an FAA‑approved equivalent part, consult the FAA correspondence referenced and liaise with CASA for any alternative method of compliance or formal approval pathway; the AD itself does not set out the AMOC mechanics.

Recordkeeping note

• Although the AD does not prescribe a recordkeeping regime, the Requirements and Compliance timing create an operational need to document inspections and repairs. Maintain accurate TIS logs, inspection reports per SB procedures, part numbers and work orders to evidence that inspections and required corrective or retrofit actions were performed in accordance with the AD and the service bulletin.

This checklist replicates the AD’s mechanics and timing obligations and recommends practical steps consistent with the directive’s express requirements.