{"id":"F2006B03212","name":"AD/B747/318 - Cargo Restraint Strap Assemblies","slug":"ad-b747-318-cargo-restraint-strap-assemblies","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":42584,"registerId":"commonwealth-F2006B03212-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"AIRWORTHINESS DIRECTIVE","sectionType":"part","heading":"AIRWORTHINESS DIRECTIVE","content":"# ![](image.001.png)  \nAIRWORTHINESS DIRECTIVE\n\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 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![](image.001.png)  \n\nBoeing 747 Series Aeroplanes","sortOrder":0},{"sectionNumber":"AD/B747/318 Cargo Restraint Strap Assemb","sectionType":"part","heading":"AD/B747/318 Cargo Restraint Strap Assemblies 1/2005","content":"# AD/B747/318 Cargo Restraint Strap Assemblies 1/2005\n\nDM\n\nApplicability: Model 747 series aircraft, on which cargo restraint strap assemblies part number 1519-MCIDS have been installed per Supplemental Type Certificate (STC) ST01004NY.\n\nRequirement: Revise the Limitations Section of the Aircraft Flight Manual (AFM), and the cargo- loading procedures of the Weight and Balance Manual (WBM), to include the following information (this may be accomplished by inserting a copy of this Directive into the AFM and the WBM):\n\n“Discontinue the use of STC ST01004NY to install Airline Container Manufacturing Company Inc., cargo restraint straps, part number 1519-MCIDS, as the only means of securing cargo to Technical Standard Order (TSO) C90c/NAS3610 pallets. Such cargo restraint straps may continue to be used a supplemental restraints to secure cargo to TSO C90c/NAS3610 pallets, or to the cargo restraint fittings in the aircraft floor, per the aircraft manufacturer’s weight and balance manuals, and within the strap rated load (5,000 lbs).”\n\nNote 1: If the above statement has been incorporated into the general revisions of the AFM and the WBM, the general revisions may be incorporated into the AFM and WBM, and the copy of this Directive may then be removed from the AFM and WBM.\n\nNote 2: FAA AD 2004-22-01 Amdt 39-13829 refers.\n\nCompliance: Within 14 days after 1 December 2004.\n\nThis Airworthiness Directive becomes effective on 1 December 2004.","sortOrder":1}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope — addressing a specific unsafe condition with a specific cargo restraint strap part number on a specific aircraft series. There is no evidence of scope creep; it remains a targeted safety directive."},"complexity_factors":["Very short document (approximately 250 words)","Only 3 defined terms used (AFM, WBM, TSO/NAS3610 — all standard aviation acronyms)","Single, clear requirement with straightforward compliance method","No nested conditions or cross-references to other legislation","Simple temporal compliance requirement (14 days after effective date)","Only one exception/note regarding general revisions"],"plain_english_summary":"This CASA Airworthiness Directive prohibits using Airline Container Manufacturing Co. cargo straps (P/N 1519‑MCIDS) as the sole means of securing freight on Boeing 747s installed under STC ST01004NY. Operators must insert the AD into the Aircraft Flight and Weight & Balance Manuals within 14 days of 1 Dec 2004. The straps may still be used only as supplemental restraints up to their 5,000 lb rating."},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD is narrowly remedial and aligns with the original safety intent: it targets a specific unsafe practice (using the named strap assemblies as the sole restraint on specified pallets) and prescribes a limited paperwork and operational change. It does not expand into unrelated areas, add broad regulatory powers, or create ongoing regulatory programmes; it confines its effect to aircraft fitted under the cited STC and to the named strap part number."},"complexity_factors":["Short document (single AD) with one clear required action: revise AFM and WBM","Single identified part number: Airline Container Manufacturing Co. strap P/N 1519-MCIDS","Single STC referenced: ST01004NY","One conditional allowance (may be used as supplemental restraint or to floor fittings) and one numerical limit (strap rated load 5,000 lbs)","One external cross-reference to FAA AD 2004-22-01","Short compliance window (14 days) but no technical modification or complex inspection criteria","Minor administrative exception: Note 1 permitting later removal of the AD text if incorporated into general manual revisions"],"plain_english_summary":"**What this directive does (mechanically)**\n\n- Applies to Boeing 747 series aircraft that have had cargo restraint strap assemblies part number 1519-MCIDS installed under Supplemental Type Certificate (STC) ST01004NY. (Applicability)\n- Requires operators to update two manuals — the Aircraft Flight Manual (AFM) Limitations section and the cargo-loading procedures in the Weight and Balance Manual (WBM) — to include a specific restriction on how those straps may be used. The required wording may be inserted directly into the manuals. (Requirement)\n- The inserted text must state that the ACM 1519-MCIDS straps must not be used as the only means of securing cargo to TSO C90c/NAS3610 pallets. They may still be used as supplemental restraints with other approved methods, or they may be used to secure cargo to the aircraft floor fittings, provided the aircraft manufacturer’s WBM procedures are followed and the strap is used within its 5,000 lb rated load. (Requirement)\n- There is a 14-day compliance deadline measured from 1 December 2004. (Compliance)\n- The AD references an FAA airworthiness directive addressing the same issue. (Note 2)\n\n**Who this affects**\n\n- Aircraft operators and their flight/maintenance crews who operate Boeing 747 aircraft with STC ST01004NY and installed ACM cargo straps P/N 1519-MCIDS. Those operators must change their AFM and WBM content and, if necessary, change cargo-securing practices.\n- Maintenance organisations or document control staff who revise and issue AFM/WBM revisions.\n- Suppliers of cargo restraint equipment to operators who may need to provide additional or alternative restraint systems when the straps cannot be used as the sole restraint.\n\n**Why it matters (stated purpose and practical effect)**\n\n- The stated purpose is to correct an unsafe condition: specifically, to prevent those straps from being relied upon as the only method of securing cargo to certain pallets, which the regulator considers unsafe. (Requirement; Note 2 referencing FAA AD)\n- Practically, the directive forces operators to adopt a limiting instruction in their manuals and to alter cargo restraint practice where previously the straps were used alone. That reduces reliance on the single strap type and requires either an additional restraint method or use of aircraft floor fittings.\n\n**Costs, incentives and trade-offs**\n\n- Who pays: aircraft operators bear the direct compliance costs — the administrative time to revise manuals (and re-issue them if relevant), training/briefing crews on the change, and any operational costs if alternative restraint hardware or procedures are needed.\n- Incentives: operators are incentivised to cease using the straps as sole restraints on the specified pallets, to avoid regulatory non‑compliance. Strap manufacturers may face lost demand where straps were previously accepted as the only restraint.\n- Trade-offs and opportunity costs: the safety measure reduces a specific operational practice but may require operators to buy or use extra equipment (nets, locks, additional straps, or pallet retrofit) or to change loading procedures. Those extra costs are the operational trade-off for the safety restriction.\n- Compliance burden and timing: the 14-day compliance window is short, increasing immediate administrative burden. The mechanical change is limited (manual insertions and practice changes) rather than requiring aircraft modification.\n- Implementation risk and enforcement: the AD relies on operators to update manuals and follow the new manual instructions. Regulators monitor compliance through inspections and audits; enforcement is by the aviation regulator under CASR powers.\n\n**Effects on private enterprise and markets**\n\n- Manufacturers/suppliers of alternative cargo restraint systems could see increased demand if operators adopt other approved restraint methods. The specific strap part number and STC linkage concentrate the directive’s impact on operators who used that STC and on the strap supplier.\n- The directive does not ban the strap entirely — it limits a particular use — so substitution to other restraint methods is feasible and expected rather than requiring fleet modification.\n\n**Operational detail and flexibility**\n\n- The directive permits continued use of the straps as supplemental restraints and when securing cargo to aircraft floor fittings, provided the aircraft manufacturer’s WBM procedures and the 5,000 lb strap rating are respected. (Requirement)\n- Note 1 allows the AD text to be removed later if the same restriction is incorporated into subsequent general revisions of the AFM and WBM.\n\n**Source claims vs practical effects**\n\n- The AD cites an FAA AD (Note 2) as a related action; that supports the regulator’s safety rationale. The concrete effect is narrow: it changes authorisation and operational practice around one strap part number on aircraft fitted under a single STC. The main costs are administrative and operational substitution; the main benefit is a reduced risk from using this strap type as the sole pallet restraint.\n\n(Referenced AD sections: Applicability; Requirement; Notes 1–2; Compliance.)"},"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"}},"importantCases":[],"_links":{"self":"/api/acts/ad-b747-318-cargo-restraint-strap-assemblies","history":"/api/acts/ad-b747-318-cargo-restraint-strap-assemblies/history","analysis":"/api/acts/ad-b747-318-cargo-restraint-strap-assemblies/analysis","conflicts":"/api/acts/ad-b747-318-cargo-restraint-strap-assemblies/conflicts","importantCases":"/api/acts/ad-b747-318-cargo-restraint-strap-assemblies/important-cases","documents":"/api/acts/ad-b747-318-cargo-restraint-strap-assemblies/documents"}}