{"id":"F2006B03182","name":"AD/B747/288 - Vertical Stabiliser and Fuselage Skin Interface","slug":"ad-b747-288-vertical-stabiliser-and-fuselage-skin-interface","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"repealed","isInForce":false,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":42554,"registerId":"commonwealth-F2006B03182-current","compilationNumber":null,"startDate":"2026-04-01","status":"Repealed","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"AIRWORTHINESS DIRECTIVE","sectionType":"part","heading":"AIRWORTHINESS DIRECTIVE","content":"# AIRWORTHINESS DIRECTIVE\n\n![](image.001.png)\n\n![](image.001.png)  \nFor 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 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\nBoeing 747 Series Aeroplanes","sortOrder":0},{"sectionNumber":"AD/B747/288 Vertical Stabiliser and Fuse","sectionType":"part","heading":"AD/B747/288 Vertical Stabiliser and Fuselage Skin Interface 3/2003","content":"# AD/B747/288 Vertical Stabiliser and Fuselage Skin Interface 3/2003\n\nApplicability: Model 747 series aircraft, as listed in Boeing Alert Service Bulletin 747-53A2478 dated 7 February 2002.\n\nRequirement: Action in accordance with the technical requirements of FAA AD 2002-26-15 Amdt 39-13003.\n\nCompliance: As specified in the Requirement document, with a revised effective date of 20 March 2003.\n\nThis Airworthiness Directive becomes effective on 20 March 2003.\n\nBackground: This Directive requires inspections to detect evidence of wear damage at the interface of the vertical stabiliser and fuselage skin, and corrective actions, if necessary. Wear damage of the fuselage skin could result in thinning and cracking of the skin, and consequent in-flight depressurisation of the aircraft.\n\n![Signature of David Villiers, Delegate of the Civil Aviation Safety Authority.](image.002.png)  \n\nDavid Alan Villiers\n\nDelegate of the Civil Aviation Safety Authority 7 February 2003\n\n![](image.001.png)","sortOrder":1}],"analysis":{"kimi_summary":{"_metrics":{"model":"kimi-k2.5","source":"moonshot-batch","completionTokens":1922},"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This directive maintains a narrow, technical focus on the specific safety issue of wear damage at the vertical stabiliser/fuselage interface. While this version revises the effective date to 20 March 2003, the scope remains limited to the original safety concern regarding potential depressurisation."},"complexity_factors":["Adopts external technical standards by reference (FAA AD 2002-26-15 and Boeing Alert Service Bulletin 747-53A2478)","Limited applicability to specific aircraft models listed in the Boeing bulletin","Standard, concise Airworthiness Directive structure with four clear sections"],"plain_english_summary":"**The bottom line**: If you operate a Boeing 747, you must inspect where the tail meets the fuselage for wear damage that could cause the cabin to explosively decompress at altitude.\n\n**What it requires**: Operators must check the interface between the vertical stabiliser (tail fin) and the fuselage skin for wear damage, and repair any issues found. The work must follow the technical instructions in the US Federal Aviation Administration directive FAA AD 2002-26-15 and Boeing Alert Service Bulletin 747-53A2478.\n\n**Why it matters**: Wear at this joint can thin the aircraft's skin and cause cracking. If that happens, the plane could suffer sudden in-flight loss of cabin pressure — a serious safety risk.\n\n**Who's affected**: Operators of Boeing 747 model aircraft specifically listed in the Boeing service bulletin dated 7 February 2002."}},"importantCases":[],"_links":{"self":"/api/acts/ad-b747-288-vertical-stabiliser-and-fuselage-skin-interface","history":"/api/acts/ad-b747-288-vertical-stabiliser-and-fuselage-skin-interface/history","analysis":"/api/acts/ad-b747-288-vertical-stabiliser-and-fuselage-skin-interface/analysis","conflicts":"/api/acts/ad-b747-288-vertical-stabiliser-and-fuselage-skin-interface/conflicts","importantCases":"/api/acts/ad-b747-288-vertical-stabiliser-and-fuselage-skin-interface/important-cases","documents":"/api/acts/ad-b747-288-vertical-stabiliser-and-fuselage-skin-interface/documents"}}