{"id":"F2006B03213","name":"AD/B747/319 - Aft Lower Lobe Cargo Compartment Side Guide Support Fittings","slug":"ad-b747-319-aft-lower-lobe-cargo-compartment-side-guide-support-fittings","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":42585,"registerId":"commonwealth-F2006B03213-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/B747/319 - Aft Lower Lobe Cargo Compartment Side Guide Support Fittings","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Safety Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \n\nAIRWORTHINESS DIRECTIVE\n\n![](image.001.png)\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\n\nAD/B747/319 Aft Lower Lobe Cargo Compartment\n\nSide Guide Support Fittings\n\n  \n1/2005\n\nApplicability: Model 747-400 and \\-400F series aircraft, as listed in Boeing Alert Service Bulletin (ASB) 747-25A3335 dated 3 July 2003, or later FAA approved revision.\n\nRequirement: Action in accordance with the technical requirements of FAA AD 2004-22-10 Amdt 39-13838.\n\nNote: Boeing ASB 747-25A3335 original issue, or later FAA approved revision refers.\n\nCompliance: As specified in the Requirement document, with a revised effective date of 20 January 2005.\n\nThis Airworthiness Directive becomes effective on 20 January 2005.\n\nBackground: The FAA received reports of cracked/fractured side guide support fittings in the aft lower lobe cargo compartment. Such cracked/fractured support fittings could result in unrestrained cargo shifting in flight and damaging the aircraft structure or systems, with consequent reduced controllability of the aircraft.\n\n![Signature of David Villiers, Delegate of the Civil Aviation Safety Authority.](image.002.png)  \n\nDavid Villiers\n\nDelegate of the Civil Aviation Safety Authority 30 November 2004\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 22 December 2004.\n\n  \nPage 1 of 1","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This AD stays within the original and stated purpose: to correct an identified unsafe condition (cracked/fractured aft lower-lobe side guide support fittings) on specific Boeing 747 variants. It does not broaden scope beyond that safety objective. The AD delegates technical prescription to FAA AD 2004-22-10 and Boeing ASB 747-25A3335 (Requirement; Note), which is an implementation choice rather than a change of substantive scope."},"complexity_factors":["Single-page AD with a short text body and clear headings (Applicability, Requirement, Compliance, Background).","Heavy reliance on external documents for technical detail: FAA AD 2004-22-10 and Boeing ASB 747-25A3335 (cross-reference creates operational complexity).","Applicability limited to aircraft listed in the Boeing ASB — requires operators to check serial-number lists in an external document.","Phrase allowing \"later FAA approved revision\" introduces a dynamic update mechanism (ongoing dependency on future external approvals).","No new technical procedures set out in the AD itself — legal obligation delegated to technical documents, reducing statutory text complexity but increasing practical reliance on external manuals."],"plain_english_summary":"**What this instrument does (mechanically)\n\n- Requires operators of certain Boeing 747-400 and 747-400F aeroplanes to carry out inspections and corrective action on the aft lower-lobe (hold) side guide support fittings. The technical steps and exact actions are not reproduced in the AD itself; instead the AD makes compliance mandatory by referring operators to FAA AD 2004-22-10 and Boeing Alert Service Bulletin (ASB) 747-25A3335 (or later FAA‑approved revisions) and sets the Australian effective date as 20 January 2005.**\n\n**Who it affects\n\n- Aircraft operators/owners of Boeing 747-400 and -400F aircraft listed in Boeing ASB 747-25A3335 (see the ASB for the specific serial numbers).  \n- Maintenance organisations and technicians who perform inspections and repairs.  \n- Parts suppliers who provide replacement support fittings.**\n\n**Why it matters (stated purpose and technical risk)\n\n- The AD was issued because the FAA received reports of cracked or fractured side guide support fittings in the aft lower-lobe cargo compartment. The regulator says such failures could allow cargo to shift unrestrained in flight and damage structure or systems, which in turn could reduce controllability of the aircraft (Background). The AD makes the FAA-prescribed inspection and corrective steps mandatory for the affected Australian-registered aircraft (Requirement; Compliance).**\n\n**How it works in practice\n\n- Applicability: You must check whether your aeroplane’s serial number appears in Boeing ASB 747-25A3335 (Applicability).  \n- Requirement: Follow the procedures, inspection intervals and corrective actions set out in FAA AD 2004-22-10 and the Boeing ASB referenced (Requirement; Note).  \n- Timing: Compliance must be carried out in accordance with the timing in that FAA AD/ASB, and the Australian AD became effective 20 January 2005 (Compliance).**\n\n**Who pays and who decides\n\n- Operators (airlines, freighter operators, or leaseholders) pay for inspections, possible repairs or replacements, and any aircraft downtime.  \n- CASA (the delegate who signed the AD) exercises the legal power to require corrective action under CASR subregulation 39.1(1), but the technical content and specific procedures are taken from the FAA AD and Boeing ASB (Requirement; Note).**\n\n**Costs, incentives and trade-offs (practical assessment)\n\n- Direct costs: inspection labour, parts and materials to replace cracked fittings, and aircraft out-of-service time while work is done.  \n- Concentration of costs: costs fall mainly on the owners/operators of the affected 747s; the safety benefit accrues to passengers, crew and third parties.  \n- Implementation constraints: availability of approved replacement fittings and qualified maintenance capacity can affect how quickly operators comply.  \n- Compliance burden: operators must identify whether their aeroplanes are listed in the ASB, schedule and record inspections, and carry out required repairs within the intervals specified by the FAA AD/ASB.  \n- Delegation and update mechanism: by cross-referencing FAA AD 2004-22-10 and the Boeing ASB (including “later FAA‑approved revision”), CASA relies on FAA/Boeing technical prescriptions rather than reproducing them; this reduces duplication but makes Australian compliance dependent on documents maintained by an overseas regulator and the manufacturer (Requirement; Note).  \n\n**Market and regulatory effects\n\n- Maintenance demand: MROs (maintenance, repair and overhaul organisations) that service 747s will capture the work to inspect and repair the fittings.  \n- Smaller operators: operators with fewer affected aircraft face the same per-aircraft compliance cost as large operators, so costs are relatively heavier for small operators.  \n- Operational decisions: if inspections show widespread cracking or if replacement parts are scarce or costly, some operators may face choices about accelerated retirement, reduced utilisation, or investment to meet the AD.**\n\n**Implementation risk and record-keeping\n\n- Risk areas: supply-chain bottlenecks for parts, scheduling difficulties for out-of-service maintenance, and ensuring maintenance is performed to the FAA/Boeing instructions referenced.  \n- Records: operators should retain documentary evidence they complied with the FAA AD/ASB, because the Australian AD enforces compliance by reference to those documents (Compliance).**\n\n**Where to look for the technical detail\n\n- The CASA AD sets the legal obligation but directs you to FAA AD 2004-22-10 and Boeing ASB 747-25A3335 for the inspection steps, intervals and corrective actions (Requirement; Note). Operators must read those documents to know exactly what to do.**"},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope: addressing a specific structural defect in a specific aircraft type's cargo compartment. The incorporation by reference of the FAA directive is standard practice for Australian aviation safety regulation and does not represent scope creep."},"complexity_factors":["Very short document (1 page)","Only 4 operative sections: Applicability, Requirement, Compliance, and Background","Technical requirements incorporated by reference to external document (FAA AD 2004-22-10) — actual detailed instructions not reproduced here","No defined terms section","No nested conditional logic or exceptions","Single, clear safety purpose with straightforward applicability criteria"],"plain_english_summary":"This mandatory safety order requires operators of certain Boeing 747-400/747-400F aircraft to inspect and repair side guide support fittings in the aft lower-lobe cargo compartment because cracking could allow cargo to shift and damage systems or impair control.  \n\nCASA adopts FAA AD 2004-22-10 (per Boeing ASB 747-25A3335) by reference, so affected Australian operators must comply with the FAA technical requirements; the directive takes effect 20 January 2005."}},"importantCases":[],"_links":{"self":"/api/acts/ad-b747-319-aft-lower-lobe-cargo-compartment-side-guide-support-fittings","history":"/api/acts/ad-b747-319-aft-lower-lobe-cargo-compartment-side-guide-support-fittings/history","analysis":"/api/acts/ad-b747-319-aft-lower-lobe-cargo-compartment-side-guide-support-fittings/analysis","conflicts":"/api/acts/ad-b747-319-aft-lower-lobe-cargo-compartment-side-guide-support-fittings/conflicts","importantCases":"/api/acts/ad-b747-319-aft-lower-lobe-cargo-compartment-side-guide-support-fittings/important-cases","documents":"/api/acts/ad-b747-319-aft-lower-lobe-cargo-compartment-side-guide-support-fittings/documents"}}