{"id":"F2006B03262","name":"AD/B747/84 Amdt 1 - Trailing Edge Flap Tracks Forward End Clevis Lug","slug":"ad-b747-84-amdt-1-trailing-edge-flap-tracks-forward-end-clevis-lug","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":42686,"registerId":"commonwealth-F2006B03262-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/B747/84 Amdt 1 - Trailing Edge Flap Tracks Forward End Clevis Lug","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 revokes Airworthiness Directive (AD) AD/B747/84 and issues the following 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/B747/84\n\nAmdt 1\n\n  \n\nTrailing Edge Flap Tracks Forward End Clevis Lug\n\n  \n11/2003\n\nApplicability: Model 747-100, \\-100B, \\-100B SUD, \\-200B, \\-200F, \\-200C, \\-300, \\-400, \\-400D, \\-400F,\n\nand 747SR series aircraft; as listed in Boeing Service Bulletin 747-57-2307 Revision 1, dated 17 January 2002.\n\nRequirement: Action in accordance with the technical requirements of FAA AD 2003-14-15 Amdt 39-13234.\n\nNote: Boeing Service Bulletins 747-57-2231 Revision 2 and 747-57-2307Revision 1 refer.\n\nCompliance: As specified in the Requirement document, with a revised effective date of 30 October 2003.\n\nThis Amendment becomes effective on 30 October 2003.\n\nBackground: The FAA requires inspections for cracking of the forward end clevis lugs of the flap track, replacement of the flap track if necessary, and optional modification of the clevis lugs. Fracture of the forward end clevis of the flap track could result in reduced structural capability of the flap, and reduced controllability of the aircraft.\n\nAmendment 1 is issued in response to a new FAA AD, which expands applicability and requires new repetitive inspections for evidence of rotation or migration of the bushings, or cracking of the lugs of the forward end clevis of the flap tracks that support the wing trailing edge flaps; and eventual accomplishment of terminating action for the on-going repetitive inspections.\n\nThe original issue of the Airworthiness Directive became effective on 26 December 1990.\n\n![Signature of David Villiers, Delegate of the Civil Aviation Safety Authority.](image.002.png)  \n\nDavid Villiers\n\n![](image.001.png)Delegate of the Civil Aviation Safety Authority 10 September 2003\n\nThe above AD is notified in the Commonwealth of Australia Gazette on 8 October 2003.\n\n  \n\nPage 1 of 1","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":true,"description":"Amendment 1 expands the AD’s applicability and adds new repetitive inspections for bushing rotation/migration and cracking of the forward end clevis lugs, and requires eventual accomplishment of a terminating modification for those repetitive inspections (Amendment 1; Background)."},"complexity_factors":["Cross-reference to FAA AD 2003-14-15 rather than standalone local procedures (Requirement).","Dependence on referenced Boeing service bulletins for technical instructions (Note).","Repetitive inspections with an optional terminating modification create scheduling and record-keeping burdens (Amendment 1 description; Requirement).","Broad applicability across multiple 747 variants increases the affected operator population (Applicability).","Revised effective/compliance date requires operators to align earlier maintenance planning (Compliance).","Clear safety-driven trigger (cracking, bushing rotation/migration) limits regulatory discretion but shifts inspection/repair costs to operators (Background; Requirement).","Revocation of a prior AD and replacement by this amendment requires operators to reconcile historical compliance records (opening paragraphs)."],"plain_english_summary":"This amendment requires operators of listed Boeing 747 models to carry out repetitive inspections of the forward-end clevis lugs on trailing-edge flap tracks, repair or replace parts if cracking or bushing migration/rotation is found, and allows a terminating modification option, by following FAA AD 2003-14-15 and referenced Boeing service bulletins (Applicability; Requirement; Compliance).\n\nOperators pay for inspections, repairs and any modification and must schedule the work into maintenance cycles; CASA’s delegate set the effective date (30 Oct 2003). The AD addresses a structural failure risk that could reduce flap strength and aircraft controllability (Background)."},"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"},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":true,"description":"The original 1990 directive has grown beyond its initial scope. Amendment 1 expands applicability to cover more aircraft models and adds new repetitive inspection requirements (for bushing rotation/migration) plus mandatory terminating action. What began as a one-time inspection requirement has evolved into an ongoing inspection regime with a defined endpoint, reflecting increased understanding of the safety risk."},"complexity_factors":["Short, single-page document with straightforward structure (Applicability, Requirement, Compliance, Background)","Only 3 defined/model references (Boeing Service Bulletins and FAA AD numbers)","Heavy reliance on external technical documents — the actual inspection procedures are contained in referenced Boeing Service Bulletins and FAA AD 2003-14-15, not reproduced here","No nested conditional logic or exceptions within the text itself","Clear, linear compliance pathway: inspect → repair/replace if needed → eventual terminating action"],"plain_english_summary":"This safety order requires operators of most classic Boeing 747 models to inspect and repair the forward clevis lugs on trailing-edge flap tracks, replacing any cracked parts and completing a permanent “terminating action” to stop recurring checks. It expands and tightens a prior 1990 directive (per Boeing Service Bulletin 747-57-2307 Rev 1 and FAA AD 2003-14-15) because clevis failure could cause flap structural loss and reduced controllability. Effective 30 October 2003."}},"importantCases":[],"_links":{"self":"/api/acts/ad-b747-84-amdt-1-trailing-edge-flap-tracks-forward-end-clevis-lug","history":"/api/acts/ad-b747-84-amdt-1-trailing-edge-flap-tracks-forward-end-clevis-lug/history","analysis":"/api/acts/ad-b747-84-amdt-1-trailing-edge-flap-tracks-forward-end-clevis-lug/analysis","conflicts":"/api/acts/ad-b747-84-amdt-1-trailing-edge-flap-tracks-forward-end-clevis-lug/conflicts","importantCases":"/api/acts/ad-b747-84-amdt-1-trailing-edge-flap-tracks-forward-end-clevis-lug/important-cases","documents":"/api/acts/ad-b747-84-amdt-1-trailing-edge-flap-tracks-forward-end-clevis-lug/documents"}}