{"id":"F2006B02620","name":"AD/B717/7 - Spoiler Actuator Support Fittings and Stop Pads","slug":"ad-b717-7-spoiler-actuator-support-fittings-and-stop-pads","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":41936,"registerId":"commonwealth-F2006B02620-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/B717/7 - Spoiler Actuator Support Fittings and Stop Pads","content":"---\nmeta-content-style-type: text/css\nmeta-content-type: application/xhtml+xml; charset=utf-8\nmeta-generator: Aspose.Words for .NET 22.10.0\n---\n\n?xml version=\"1.0\" encoding=\"utf-8\" standalone=\"no\"?>\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Safety Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  \n\n\n# AIRWORTHINESS DIRECTIVE\n\n![](image.001.png)\n\n![](image.001.png)  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 CASR 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 aircraft or 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.\n\n \n\nBoeing 717 Series Aeroplanes\n\n \n\n# AD/B717/7 Spoiler Actuator Support Fittings and Stop Pads\n\n\n5/2003\n\n \n\nApplicability: Model 717-200 aircraft, fuselage numbers 5002 through 5106.\n\n \n\nRequirement: Inspect in accordance with the technical requirements of FAA AD 2003-04-24 Amdt 39-13073 refers.\n\n \n\nNote: Boeing Alert Service Bulletin 717-57A0013 refers.\n\n \n\nCompliance: Within 550 flight hours after the effective date of this Directive, unless already accomplished.\n\n \n\nThis Airworthiness Directive becomes effective on 15 May 2003.\n\n \n\nBackground: The FAA received reports of cracking on a support fitting for the main spoiler actuator on several Model 717-200 aircraft. On one aircraft, a crack completely separated a forward attachment lug from the support fitting, which then allowed the lug to move forward and contact and damage the wing rear spar. This damage resulted in cracking of the rear spar and fuel seepage.\n\n![Signature of David Villiers, Delegate of the Civil Aviation Safety Authority.](image.002.jpeg)  \n\n\n \n\nDavid Alan Villiers\n\nDelegate of the Civil Aviation Safety Authority 27 March 2003\n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n![](image.001.png)  \n\n\nThe above AD is notified in the Commonwealth of Australia Gazette on 23 April 2003.\n\n \n\n \n\n\nPage 1 of 1\n","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope: addressing a specific mechanical defect in a specific aircraft model. It does not expand beyond the original safety concern of cracked spoiler actuator fittings."},"complexity_factors":["Very short document (1 page)","Only 1 defined applicability criterion (fuselage number range)","Single requirement referencing external technical document (FAA AD)","Simple compliance deadline (550 flight hours from effective date)","No nested conditions, exceptions, or cross-references to other Australian legislation","Background narrative is straightforward factual description of safety incident"],"plain_english_summary":"This AD mandates inspection and, if necessary, repair of spoiler actuator support fittings and stop pads on Boeing 717-200s (fuselage numbers 5002–5106) after reported cracks that in one case caused a lug to break off and damage the wing spar, causing structural cracking and fuel leaks. Owners/operators must follow FAA AD 2003-04-24 and Boeing Alert SB 717-57A0013 within 550 flight hours of 15 May 2003."},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD stays within the original, stated purpose: to correct an identified unsafe condition (cracking of a spoiler actuator support fitting) on a defined set of Boeing 717-200 aircraft. It does not broaden the subject matter or attach unrelated obligations; it simply requires inspectors to follow the technical remediation detailed in the referenced FAA AD and Boeing service bulletin. There is no expansion of scope beyond addressing the reported cracking and its structural consequences."},"complexity_factors":["Short, self-contained document (one page).","Single, narrowly defined applicability: Model 717-200, fuselage numbers 5002–5106.","One clear required action: inspect per FAA AD 2003-04-24 and Boeing Alert Service Bulletin 717-57A0013 (cross-reference to external technical documents).","Single compliance deadline: within 550 flight hours.","No nested exceptions or multiple conditional pathways.","Reliance on external documents for technical detail (adds minimal procedural complexity but no legal branching)."],"plain_english_summary":"**What this instrument does**\n\n- Requires operators of certain Boeing 717-200 aircraft to inspect the spoiler actuator support fittings and stop pads for cracking, and to take any corrective action required by the referenced technical instructions. (Spoiler actuators are parts of the wing flight‑control system; support fittings and stop pads hold and limit those actuators.)\n\n**Who it affects**\n\n- Owners and operators of Boeing 717‑200 aeroplanes with fuselage numbers 5002 through 5106 (see \"Applicability\").\n- Maintenance organisations and engineers who perform the inspections and any required repairs.\n\n**What the law says, mechanically**\n\n- Applicability: the AD applies to Model 717‑200 aircraft, fuselage numbers 5002–5106 (\"Applicability\").\n- Required action: carry out the inspection in accordance with the technical instructions specified in FAA AD 2003‑04‑24 and the referenced Boeing Alert Service Bulletin 717‑57A0013 (\"Requirement\" and \"Note\"). The AD does not reproduce the detailed inspection steps; it makes compliance with those documents mandatory.\n- Timing: complete the inspection within 550 flight hours after the AD’s effective date, unless already done (\"Compliance\").\n- Effective date: the AD became effective 15 May 2003.\n\n**Why the measure was issued (official rationale and testing that claim against trade-offs)**\n\n- Official rationale (from the AD \"Background\"): the FAA received reports of cracking in a support fitting for the main spoiler actuator. In one case a forward attachment lug separated, struck and damaged the wing rear spar, producing cracking and fuel seepage. The AD is therefore presented as corrective action for an identified unsafe condition.\n\n- Testing that claim against costs and trade‑offs:\n  - Who pays: aircraft operators pay the direct costs — labour to perform inspections, replacement parts if cracking is found, and any rectification work. If the inspections require out‑of‑service time, operators also bear downtime costs and scheduling disruption. (See \"Compliance\" and \"Requirement\".)\n  - Incentives created: operators have an immediate incentive to schedule inspections within 550 flight hours to remain airworthy; maintenance providers gain billable work. If parts are scarce, operators may compete for spares and maintenance slots, raising short‑term operating costs.\n  - Opportunity costs: maintenance slots used for this inspection displace other uses of those slots; aircraft may be temporarily unavailable for revenue service while inspected or repaired.\n  - Bureaucratic discretion and implementation risk: the AD delegates the technical detail to the FAA AD and Boeing Service Bulletin, so CASA’s AD relies on external documents for inspection methods and acceptance criteria. That reduces duplication but requires operators to obtain and correctly follow those documents. The CASA delegate issued the AD under subregulation 39.1(1) of CASR 1998 (covering airworthiness directives), which is the standard legal route.\n  - Compliance burden: limited in scope (specific serial numbers) and time‑bound (550 flight hours), but could be material for an operator depending on fleet size and maintenance capacity. If cracking is widespread, remedial costs increase.\n  - Effects on private choice and competition: the AD sets a uniform safety requirement for affected aircraft; it does not discriminate between operators. However, smaller operators with fewer spare aircraft or limited maintenance access may experience relatively higher disruption and cost per aircraft than large operators.\n\n**Concrete mechanisms and who decides**\n\n- Who decides: CASA (the delegate signing the AD) mandates the inspection; technical procedures are set out by the FAA AD and Boeing Alert Service Bulletin, which operators must follow.\n- Who pays and acts: operators and their contracted maintenance organisations carry out inspections and repairs and pay associated costs.\n- Behaviour change required: schedule and perform the required inspection within 550 flight hours; perform repairs if cracking or damage is found; retain compliance evidence per normal airworthiness requirements.\n\n**Net effect**\n\n- The AD imposes a narrow, mandatory inspection requirement targeted at a specific structural risk on a defined subset of Boeing 717‑200 aircraft. It aims to reduce the risk of in‑flight structural damage and fuel leakage by early detection and repair of cracks. The principal costs are inspection labour, possible repairs or parts replacement, and operational downtime; the principal benefit is reduced risk of structural failure and associated safety and economic consequences.\n\n(References in text: \"Applicability\", \"Requirement\", \"Note\", \"Compliance\", \"Background\")"}},"importantCases":[],"_links":{"self":"/api/acts/ad-b717-7-spoiler-actuator-support-fittings-and-stop-pads","history":"/api/acts/ad-b717-7-spoiler-actuator-support-fittings-and-stop-pads/history","analysis":"/api/acts/ad-b717-7-spoiler-actuator-support-fittings-and-stop-pads/analysis","conflicts":"/api/acts/ad-b717-7-spoiler-actuator-support-fittings-and-stop-pads/conflicts","importantCases":"/api/acts/ad-b717-7-spoiler-actuator-support-fittings-and-stop-pads/important-cases","documents":"/api/acts/ad-b717-7-spoiler-actuator-support-fittings-and-stop-pads/documents"}}