{"id":"F2006B03372","name":"AD/B767/196 - Canted Pressure Deck Drainage","slug":"ad-b767-196-canted-pressure-deck-drainage","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":42835,"registerId":"commonwealth-F2006B03372-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\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 767 Series Aeroplanes","sortOrder":0},{"sectionNumber":"AD/B767/196 Canted Pressure Deck Drainag","sectionType":"part","heading":"AD/B767/196 Canted Pressure Deck Drainage 8/2004","content":"# AD/B767/196 Canted Pressure Deck Drainage 8/2004\n\nApplicability: All Model 767 series aircraft.\n\nRequirement: Action in accordance with the technical requirements of FAA AD 2003-19-09 Amdt 39-13312.\n\nNote: Boeing Service Bulletins 767-51A0023 and 767-51A0024 refer.\n\nCompliance: As specified in the Requirement document, with a revised effective date of 5 August 2004.\n\nThis Airworthiness Directive becomes effective on 5 August 2004.\n\nBackground: The FAA requires repetitive inspections and tests of the drainage system of the canted pressure deck located in the main landing gear wheel wells, and corrective actions if necessary. This is necessary to prevent ice accumulation on the lateral flight control cables, which could restrict or jam control cable movement.\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 21 June 2004\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 14 July 2004.","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"},"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 (ice accumulation on flight control cables) on a specific aircraft type (Boeing 767). It does not expand beyond this safety-critical maintenance requirement."},"complexity_factors":["Very short document (under 300 words)","Only 1 defined term implicitly used ('canted pressure deck' — a sloped structural panel in the wheel well)","No nested conditional logic; single straightforward applicability (all Model 767 series)","Single cross-reference to external FAA AD (2003-19-09) — compliance achieved by 'incorporation by reference' rather than rewriting technical requirements","No exceptions, exemptions, or alternative compliance methods stated in the text itself"],"plain_english_summary":"This CASA Airworthiness Directive mandates that owners, operators and maintainers of all Boeing 767s follow FAA AD 2003-19-09: perform repeated inspections and tests of the drainage system in the main landing‑gear wheel wells (canted pressure deck) and carry out any necessary repairs. It addresses ice buildup that could freeze or jam nearby flight‑control cables and risk loss of control. Effective 5 August 2004."},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This AD adopts the FAA's technical requirements for the same safety issue (ice accumulation leading to possible restriction/jamming of lateral flight control cables). It does not broaden applicability beyond \"All Model 767 series aircraft\" or add unrelated obligations; its principal change compared with the FAA source is to make the FAA requirements mandatory in Australia and to set an effective date (5 August 2004). Therefore the scope has not grown significantly beyond the original safety purpose."},"complexity_factors":["Short, single-issue AD focused on drainage of the canted pressure deck","Direct cross-reference to one FAA AD (FAA AD 2003-19-09) for technical requirements","References to two Boeing Service Bulletins for further technical detail","Repetitive inspections and conditional corrective actions specified in the external FAA AD (creates iterative compliance but not complex internal logic)","Compliance timing and procedural detail are delegated to external documents rather than embedded, reducing internal complexity but adding external dependency","Limited number of defined terms and no nested exceptions within this AD text"],"plain_english_summary":"**What this directive does (mechanically)**\n\n- This Airworthiness Directive (AD) requires operators of Boeing 767 series aeroplanes to carry out the inspections, tests and any corrective work described in FAA AD 2003-19-09 (as amended).  The CASA AD adopts the FAA AD's technical requirements rather than restating them in full.  (See: \"Requirement\" and \"Compliance\".)\n\n- The technical focus is the drainage system for the \"canted pressure deck\" in the main landing gear wheel wells.  The FAA-required inspections are repetitive: you inspect/test the drainage system at intervals set out in the FAA AD and perform repairs or other corrective actions if problems are found.\n\n- The compliance schedule is whatever the FAA AD specifies, with this AD becoming effective on 5 August 2004. (See: \"Compliance\".)\n\n**Who is affected**\n\n- All operators and owners of Boeing Model 767 series aircraft to which the AD applies (the AD lists \"All Model 767 series aircraft\" under Applicability).  That means airlines, leasing companies and any other organisations that operate or maintain those aeroplanes.\n\n**Why it matters (stated purpose and mechanical effect)**\n\n- The stated safety problem is ice accumulation in the canted pressure deck drainage system. If drainage is blocked or inadequate, ice can form and accumulate on the lateral flight control cables routed through the wheel well area. Ice accumulation could restrict or jam those cables and impair flight control movement. (See: \"Background\".)\n\n- The AD seeks to reduce the risk of flight-control restriction by discovering drainage faults early (through inspection and testing) and fixing them.\n\n**Who pays and who decides**\n\n- Operators pay: the cost of inspections, tests, corrective actions, parts and associated aircraft downtime falls on the aircraft operator or owner and their maintenance suppliers. Maintenance organisations perform the work and certify compliance.\n\n- CASA enforces the requirement by issuing the AD, but the technical content and procedures to be followed are taken from the FAA AD and are cross-referenced to Boeing Service Bulletins (SBs) 767-51A0023 and 767-51A0024. That means CASA delegated the technical specification to those external documents; CASA set the legal obligation and effective date. (See: \"Requirement\" and note referring to Boeing SBs.)\n\n**Compliance burden, trade-offs and operational impacts**\n\n- Compliance imposes recurring maintenance tasks (repetitive inspections/tests) and possible repairs; these create direct costs (labour, parts) and indirect costs (airframe downtime, scheduling complexity).\n\n- The AD reduces a low-probability but high-consequence operational risk (control cable jamming due to ice) at the expense of ongoing maintenance expense and potential temporary removal of aircraft from service if defects are found.\n\n- The AD relies on external technical documents (FAA AD and Boeing SBs). That reduces duplication but creates operational dependency: operators must obtain and follow those documents accurately. Implementation clarity and cost depend on how prescriptive those cross-referenced documents are.\n\n**Implementation risks and discretion**\n\n- Practical risks include availability of parts or approved repair options, variability in how maintenance organisations interpret or apply the FAA AD/SBs, and scheduling difficulties for recurrent inspections.\n\n- CASA's role is to make compliance mandatory in Australia; CASA's discretion here is limited because the AD adopts the FAA technical requirements. CASA did set the effective date (5 August 2004).\n\n**Where to look for the detailed technical instructions**\n\n- The AD itself points operators to FAA AD 2003-19-09 and to Boeing Service Bulletins 767-51A0023 and 767-51A0024 for the step-by-step inspection, test and corrective-action procedures. The AD does not reproduce those technical procedures.\n\n(References in the instrument: Applicability; Requirement (referencing FAA AD 2003-19-09); Compliance (effective date); Background.)"}},"importantCases":[],"_links":{"self":"/api/acts/ad-b767-196-canted-pressure-deck-drainage","history":"/api/acts/ad-b767-196-canted-pressure-deck-drainage/history","analysis":"/api/acts/ad-b767-196-canted-pressure-deck-drainage/analysis","conflicts":"/api/acts/ad-b767-196-canted-pressure-deck-drainage/conflicts","importantCases":"/api/acts/ad-b767-196-canted-pressure-deck-drainage/important-cases","documents":"/api/acts/ad-b767-196-canted-pressure-deck-drainage/documents"}}