{"id":"F2006B03358","name":"AD/B767/183 - Thrust Reverser Control - Inspection","slug":"ad-b767-183-thrust-reverser-control-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":42808,"registerId":"commonwealth-F2006B03358-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","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 767 Series Aeroplanes","sortOrder":0},{"sectionNumber":"AD/B767/183 Thrust Reverser Control - In","sectionType":"part","heading":"AD/B767/183 Thrust Reverser Control - Inspection 4/2003","content":"# AD/B767/183 Thrust Reverser Control \\- Inspection 4/2003\n\nApplicability: Boeing 767-200, \\-300, \\-300F and \\-400ER series aeroplanes equipped with General Electric Model CF6-80C2 series engines.\n\nRequirement: Action, including inspection and re- inspections, per the requirements of FAA AD 2001-16-03, Amdt 39-12371.\n\nNote: This Directive, along with AD/B767/182, meets the intent of AD/B767/88 Amdt 4 which has been cancelled.\n\nCompliance: As detailed in the Requirement document with revised effective date of this Directive.\n\nThis Airworthiness Directive becomes effective on 17 April 2003.\n\nBackground: To ensure fail safe features of the thrust reverser system to prevent in- flight deployment.\n\n![Signature of James Coyne, Delegate of the Civil Aviation Safety Authority.](image.002.png)  \n\nJames Coyne\n\nDelegate of the Civil Aviation Safety Authority 13 February 2003\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 26 March 2003.","sortOrder":1}],"analysis":{"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"},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This version does not appear to expand the directive's substantive scope beyond its original safety purpose (preventing in‑flight thrust reverser deployment). It updates and consolidates requirements by adopting the FAA AD's inspection and re‑inspection procedures and administratively replaces or meets the intent of a prior cancelled amendment (AD/B767/88 Amdt 4). The change is procedural/administrative (alignment with the FAA AD and cross‑reference to AD/B767/182) rather than a significant broadening of affected aircraft, systems, or obligations."},"complexity_factors":["Short, single‑subject directive (thrust reverser inspection).","No defined terms section within the text provided.","Direct cross‑reference to an external FAA AD (FAA AD 2001-16-03, Amdt 39-12371) for procedural detail.","Applies only to a limited set of models and a specific engine family (CF6-80C2), which narrows technical scope but requires fleet‑level identification.","References other CASA ADs (AD/B767/182 and AD/B767/88) indicating some administrative linkage to earlier directives.","Compliance detail is delegated to the Requirement document (creates dependency on an external document for conditional logic and intervals)."],"plain_english_summary":"**What this directive does (mechanically)**\n\n- **Requires** operators of certain Boeing 767 aeroplanes to carry out inspections and repeat inspections of the thrust reverser control system in accordance with the procedures set out in FAA Airworthiness Directive 2001-16-03 (Amendment 39-12371). (See: \"Applicability\" and \"Requirement\".)\n- **Applies to** Boeing 767-200, -300, -300F and -400ER series aeroplanes that are fitted with General Electric CF6-80C2 series engines. (See: \"Applicability\".)\n- **Timing and detail** of what must be done and when to comply are governed by the FAA AD and the Requirement document referred to in this directive. Compliance is to be carried out as detailed in that Requirement document (\"Compliance\").\n- **Effective date** of this version is 17 April 2003. (See: effective date line.)\n\n**Who is affected**\n\n- Aircraft owners and operators of the specified Boeing 767 models with CF6-80C2 engines.\n- Maintenance organisations that perform inspections and corrective work on those aircraft.\n- The regulator (Civil Aviation Safety Authority — CASA) enforces compliance.\n\n**Why it matters (stated purpose and operational effect)**\n\n- The stated safety objective is to ensure the thrust reverser system retains its fail‑safe features and to prevent in‑flight deployment of a thrust reverser (\"Background\").\n- Mechanically, the directive imposes a mandatory inspection regime. If problems are found during inspection, subsequent corrective action set out in the FAA AD will be required.\n\n**Practical implications, costs and incentives**\n\n- Who pays: the aircraft operator pays for inspections, any corrective work, and any associated aircraft downtime. (See: \"Requirement\" and \"Compliance\".)\n- Behaviour change required: operators must schedule and perform the inspections and follow any corrective instructions in the FAA AD; they must also maintain records to demonstrate compliance.\n- Opportunity cost and productivity: inspections and repairs may take aircraft out of service temporarily, reducing available flying hours and potentially affecting revenue.\n- Administrative and compliance burden: the directive relies on an external FAA AD for procedural detail, so operators must obtain, interpret and apply that document in addition to this CASA notice.\n- Concentrated benefits vs diffuse costs: safety benefits (reduced risk of in‑flight reverser deployment) accrue directly to passengers, crew and aircraft owners in the form of reduced accident risk; costs (inspection/repair) are concentrated on the operators who must pay for work and potential downtime.\n\n**Implementation risks and decision authority**\n\n- CASA enforces the directive; the detailed inspection tasks and corrective actions are determined by the FAA AD the directive references. That means CASA's direction is prescriptive by reference rather than restating technical procedures in full (\"Requirement\").\n- Risk of non‑uniform application arises if operators interpret the FAA AD differently or if the FAA AD is updated and operators do not adopt changes consistently.\n\n**Trade‑offs and substitution effects**\n\n- Operators may reschedule other maintenance to combine tasks and reduce downtime, or may defer certain flights while corrective action is completed.\n- The directive mandates inspections rather than requiring design changes; if repeated inspections reveal a chronic design or component problem, operators or manufacturers may pursue modification action under separate processes.\n\n(References in the directive: \"Applicability\", \"Requirement\", \"Compliance\", and \"Background\".)"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope. It is a targeted safety intervention for a specific aircraft type and engine combination, addressing a well-defined mechanical issue (thrust reverser control system integrity). The instrument has not expanded beyond its original purpose of ensuring fail-safe operation of thrust reversers."},"complexity_factors":["Very short document (approximately 250 words)","Only 4 defined structural sections (Applicability, Requirement, Compliance, Background)","Single cross-reference to external FAA document (AD 2001-16-03) — the actual technical requirements are contained there, not in this instrument","No nested exceptions or conditional logic within the instrument itself","No interpretation section or defined terms","Straightforward command structure: identify aircraft → apply external standard → comply by date"],"plain_english_summary":"This AD mandates inspection and re‑inspection of thrust reverser control systems on Boeing 767-200/300/300F/400ER aircraft equipped with GE CF6-80C2 engines, requiring operators to follow the procedures in FAA AD 2001-16-03. It replaces the earlier AD and, effective 17 April 2003, aims to verify fail‑safe features to prevent accidental in‑flight thrust reverser deployment — a critical safety risk that has caused fatal accidents."}},"importantCases":[],"_links":{"self":"/api/acts/ad-b767-183-thrust-reverser-control-inspection","history":"/api/acts/ad-b767-183-thrust-reverser-control-inspection/history","analysis":"/api/acts/ad-b767-183-thrust-reverser-control-inspection/analysis","conflicts":"/api/acts/ad-b767-183-thrust-reverser-control-inspection/conflicts","importantCases":"/api/acts/ad-b767-183-thrust-reverser-control-inspection/important-cases","documents":"/api/acts/ad-b767-183-thrust-reverser-control-inspection/documents"}}