Document ID: chunk:federal_register_of_legislation:F2011L01847:body:0:p3
Version: federal_register_of_legislation:F2011L01847
Segment Type: other
Provision Reference: 
Character Range: 5492–7629

the pump.  The cause of this overheating is believed to be friction between the pump parts; however, the specific cause of the friction is unknown at this time.
             The fuel pumps installed on Model 737-600, -700, -700C, -800, and -900; Model 747; and Model 757 series aeroplanes are all potentially affected since the pumps are almost identical in design.
             Overheating of the parts in the priming and vapour pump section of the fuel pump provides an ignition source in the fuel tank during dry running of the pump, which could result in fire/explosion of the fuel tank.
             The original issue of this Directive required revision of the AFM to require the flight crew to maintain certain minimum fuel levels in the centre fuel tanks.  These procedures specify crew monitoring of fuel levels and shutoff of centre fuel tank pumps at specified levels that ensure the pump inlet remains covered during pump operation.  Covering the pump inlet prevents fuel vapours from coming into contact with potentially overheated parts in the priming and vapour pump section of the fuel pump, together with the likelihood of preventing the overheating condition itself.  This action was considered interim and further rule making is anticipated.
             This amendment recognises incorporation of an automatic fuel pump shut-off system on line number 1494 and subsequent.  The amendment also introduces a requirement for placarding aircraft without the automatic shutoff system in mixed fleet operations.
             Amendment 2 allows alternate wording for the placard detailed in Requirement 2.  This is to allow easier cross referencing to FAA AD 2011-18-03 which details the terminating actions for the requirements of this AD.

             Alternative Methods of Compliance for AD 2002-24-51 that are approved by the FAA are acceptable as a means of compliance against this AD.

   The original issue of this Directive became effective on 26 November 2002.

   Amendment 1 of this Directive became effective on 23 June 2005.

Mike Higgins
Delegate of the Civil Aviation Safety Authority

5 September 2011