AD/B737/138 - Fuel Boost Pump Wiring

Administered by Department of Infrastructure, Transport, Regional Development, Communications, Sport and the Arts

Legislation au F2006B02839 Not in force Legislative Instrument

Legislation content

 



Boeing 737 Series Aeroplanes

 

AIRWORTHINESS DIRECTIVE


For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.

 

AD/B737/138 Fuel Boost Pump Wiring 3/2000

Applicability: All model 737-100, -200, -300, -400 and -500 series aeroplanes.

 

Requirement: 1. Unless previously accomplished in accordance with AD/B737/119, Amdt 1 or Amdt 2; or AD/B737/121 or Amdt 1, remove the fuel boost pump wiring from the in-tank conduit for the aft boost pumps in main tanks numbers 1 and 2 and centre tanks left and right boost pumps; then perform a detailed visual inspection to detect damage of the wiring, in accordance with the procedures specified in Boeing Alert Service Bulletin (ASB) 737-28A1120 dated 24 April 1998, as revised by Notice of Status Change (NSC) 01 dated 7 May 1998, NSC 02 dated 8 May 1998 and NSC 03 dated 9 May 1998; ASB 737-28A1120 Revision 1

dated 28 May 1998 or Revision 2 dated 26 November 1998.

 

2.          If red, yellow, blue or green wire insulation cannot be seen through the outer jacket of the electrical cable during the Requirement 1 inspection, accomplish the following actions in accordance with the procedures specified in Boeing ASB 737-28A1120 dated 24 April 1998, as revised by NSC 01 dated 7 May 1998, NSC 02 dated 8 May 1998 and NSC 03 dated 9 May 1998; ASB 737-28A1120 Revision 1 dated 28 May 1998 or Revision 2 dated 26 November 1998.

 

  1. Install Teflon sleeving over the electrical cable and reinstall the cable, or

 

b.    Reinstall the electrical cable without Teflon sleeving over the cable, or

 

c.    Replace the electrical cable with new cable without Teflon sleeving.

 

3.          If Requirement 2.b is applied, repeat the Requirement 1 inspection and then install Teflon sleeving over the cable.

 

4.          If Requirement 2.c is applied, repeat the Requirement 1 inspection and then install Teflon sleeving over the cable.

 

 

5.          If red, yellow, blue or green wire insulation can be seen through the outer jacket of the electrical cable during the Requirement 1, 2, 3 or 4 inspections, but no evidence of electrical arcing is found, accomplish the following actions in accordance with the procedures specified in Boeing ASB 737-28A1120 dated 24 April 1998, as revised by NSC 01 dated 7 May 1998, NSC 02 dated 8 May 1998 and NSC 03 dated 9 May 1998; ASB 737-28A1120 Revision 1 dated 28 May 1998 or Revision 2 dated 26 November 1998:

 

  1. Replace the electrical cable with a new cable, install Teflon sleeving over the cable and reinstall the cable, or

 

b.    Replace the electrical cable with a new cable without Teflon sleeving.

 

6.          If Requirement 5.b is applied, repeat the Requirement 1 inspection and then install Teflon sleeving over the cable.

 

7.          If any evidence of electrical arcing, but no evidence of fuel leakage, is found on the removed cable during the Requirement 1 inspection, accomplish the following actions in accordance with the procedures specified in Boeing ASB 737-28A1120 dated 24 April 1998, as revised by NSC 01 dated 7 May 1998, NSC 02 dated 8 May 1998 and NSC 03 dated 9 May 1998; ASB 737-28A1120 Revision 1 dated 28 May 1998 or Revision 2 dated 26 November 1998:

 

  1. Verify the integrity of the conduit in accordance with the instructions contained in either NSC 03, ASB 737-28A1120 Revision 1 or Revision 2 of the ASB, and

 

b.    Accomplish either of the following actions:

 

(i)       Replace the damaged electrical cable with a new cable, install Teflon sleeving over the cable and reinstall the cable, or

 

(ii)     Replace the electrical cable with a new cable without Teflon sleeving.

 

8.          If Requirement 7.b.(ii) is applied, repeat the Requirement 1 inspection and then install Teflon sleeving over the cable.

 

 

9.          If any evidence of fuel is found on the removed cable during the Requirement 1 inspection, accomplish the following actions in accordance with the procedures specified in Boeing ASB 737-28A1120 dated 24 April 1998, as revised by NSC 01 dated 7 May 1998, NSC 02 dated 8 May 1998 and NSC 03 dated 9 May 1998; ASB 737-28A1120 Revision 1 dated 28 May 1998 or Revision 2 dated 26 November 1998:

 

  1. Replace the conduit section where the arcing was found, and

 

b.    Accomplish either of the following actions:

 

(i)       Replace the damaged electrical cable with a new cable, install Teflon sleeving over the cable and reinstall the cable, or

 

(ii)     Replace the electrical cable with a new cable without Teflon sleeving.

 

10.     If Requirement 9.b.(ii) is applied, repeat the Requirement 1 inspection and then install Teflon sleeving over the cable.

 

11.     For Groups 1 and 2 aeroplanes, as identified in Boeing ASB 737-28A1120 dated 24 April 1998, replace the case ground wire with a new wire in accordance with Boeing ASB 737-28A1120 dated 24 April 1998, as revised by NSC 01 dated 7 May 1998, NSC 02 dated 8 May 1998 and NSC 03 dated 9 May 1998; ASB 737- 28A1120 Revision 1 dated 28 May 1998 or Revision 2 dated 26 November 1998.

 

Note: FAA AD 99-21-15 Amdt 39-11360 refers.

 

Compliance: For Requirement 1 -

 

  1. For aeroplanes having line numbers 1 through 3072 that have accumulated less than 20,000 hours total time in service as of the 15 October 1998, at the earlier of the times specified in sub paragraphs (i) or (ii) below and thereafter at intervals not to exceed 30,000 time in service:

 

(i)       Prior to the accumulation of 20,000 hours total time in service or within 60 days from the effective date of this Directive, whichever occurs later.

 

(ii)     Within 24 months after the effective date of this Directive.

 

b.    For aeroplanes having line numbers 3073 and subsequent - Prior to the accumulation of 30,000 hours total time in service and thereafter at intervals not to exceed 30,000 hours time in service.

 

For Requirement 2 - Prior to further flight, immediately following the Requirement 1 inspection.

 

 

For Requirement 3 - Within 500 hours time in service after the cable reinstallation.

 

For Requirement 4 - Within 18 months or 6,000 hours time in service, which ever occurs first, after the cable replacement.

 

For Requirement 5 - Prior to further flight, immediately following the Requirement 1 inspection.

 

For Requirement 6 - Within 18 months or 6,000 hours time in service, which ever occurs first, after the cable replacement.

 

For Requirement 7 - Prior to further flight, immediately following the Requirement 1 inspection.

 

For Requirement 8 - Within 18 months or 6,000 hours time in service, which ever occurs first, after the cable replacement.

 

For Requirement 9 - Prior to further flight, immediately following the Requirement 1 inspection.

 

For Requirement 10 - Within 18 months or 6,000 hours time in service, which ever occurs first, after the cable replacement.

 

For Requirement 11 - Prior to further flight, immediately following the Requirement 1 inspection.

 

This Airworthiness Directive becomes effective on 23 March 2000.

 

Background:   This Directive is complementary to AD/B737/119 and AD/B737/121, and introduces a similar inspection for aeroplanes that have accumulated less than 20,000 hours total time in service.


 

Eugene Paul Holzapfel

Delegate of the Civil Aviation Safety Authority 15 February 2000

 

 

 

 

 


The above AD is notified in the Commonwealth of Australia Gazette on 23 February 2000.

Overview

The Boeing 737 Series Aeroplanes Airworthiness Directive 2000 was enacted to address safety concerns related to the wiring of the fuel boost pumps in the Boeing 737 series aeroplanes. This legislative instrument, issued by the Civil Aviation Safety Authority (CASA) under subregulation 39.1 (1) of the Civil Aviation Regulations 1998 (CAR 1998), aims to correct an unsafe condition that could potentially lead to electrical arcing, fuel leakage, or other damage to the wiring system. The directive applies to all model 737-100, -200, -300, -400, and -500 series aeroplanes, mandating specific actions such as the removal and inspection of the fuel boost pump wiring, and the replacement or reinstallation of the wiring under certain conditions. The directive was published in the Commonwealth of Australia Gazette on 23 February 2000 and became effective on 23 March 2000.

Scope and Application

This Airworthiness Directive issued under the Civil Aviation Act 1988 and the Civil Aviation Regulations 1988 applies to all Boeing 737 series aeroplanes, specifically model 737-100, -200, -300, -400, and -500. The AD mandates actions to correct an unsafe condition concerning the fuel boost pump wiring in these aircraft. The requirement to take action applies to aeroplanes that have not previously complied with certain other ADs or amendments, and it involves a detailed visual inspection of the wiring, with subsequent actions dependent on the findings of the inspection. The AD applies throughout the Commonwealth of Australia and is enforced by the Civil Aviation Safety Authority. There are no stated exclusions or exemptions in the AD itself, though compliance with subordinate Boeing Alert Service Bulletins and Notices of Status Change is necessary for proper implementation. The AD specifies various compliance timelines based on the aeroplane's accumulated flight hours and specific inspection results, ensuring that corrective measures are implemented both immediately and at regular intervals.

Key Provisions

This Airworthiness Directive (AD), issued under subregulation 39.1 (1) of the Civil Aviation Regulations 1998, applies to all model 737-100, -200, -300, -400 and -500 series aeroplanes (section 3). It mandates specific actions to address potential unsafe conditions related to the fuel boost pump wiring. Unless previously accomplished in compliance with other ADs or amendments, the directive requires the removal of the fuel boost pump wiring from the in-tank conduit for the aft boost pumps in the main and centre tanks, followed by a detailed visual inspection for damage as per Boeing Alert Service Bulletin (ASB) 737-28A1120 and its revisions (section 5). Depending on the findings during the inspection, further actions such as installing Teflon sleeving over the electrical cable, replacing the cable, or replacing the conduit may be required (sections 5 and 6). The AD imposes several obligations on the operators and owners of the specified Boeing 737 series aeroplanes. These include conducting inspections and repairs in accordance with the specified Boeing bulletins and their revisions, ensuring the wiring and conduits are free from damage and potential electrical arcing or fuel leakage, and replacing components as necessary (section 5). Operators must also adhere to the detailed timelines and intervals for inspections and repairs, such as completing inspections before accumulating certain flight hours and ensuring follow-up actions are taken within specified periods (section 9). Additionally, operators must ensure that the case ground wire is replaced for aeroplanes identified in Boeing ASB 737-28A1120 (section 11). Failure to comply with the AD may result in serious consequences. The AD specifies that aeroplanes must not be flown until the required inspections and repairs are completed (sections 6, 7, and 11). The AD does not explicitly state penalties for non-compliance, but non-compliance could lead to grounding of the aeroplanes, which would prevent their operation and potentially incur significant financial losses. Furthermore, any resulting accidents or incidents due to non-compliance could lead to civil or criminal liabilities under other aviation regulations and laws.

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