{"id":"F2006B03373","name":"AD/B767/198 - Aft Pressure Bulkhead Web","slug":"ad-b767-198-aft-pressure-bulkhead-web","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":42836,"registerId":"commonwealth-F2006B03373-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/B767/198 Aft Pressure Bulkhead Web 10","sectionType":"part","heading":"AD/B767/198 Aft Pressure Bulkhead Web 10/2004","content":"# AD/B767/198 Aft Pressure Bulkhead Web 10/2004\n\nApplicability: All Model 767 series aircraft.\n\nRequirement: Action in accordance with the technical requirements of FAA AD 2004-14-19 Amdt 39-13728.\n\nNote: Boeing Alert Service Bulletins 767-53A0105 and 767-53A0106 original issue, or a later revision approved by the FAA, refer.\n\nCompliance: As specified in the Requirement document, with a revised effective date of 30 September 2004.\n\nThis Airworthiness Directive becomes effective on 30 September 2004.\n\nBackground: This Directive requires repetitive detailed inspections of the aft pressure bulkhead web to detect and correct the propagation of fatigue cracks in the vicinity of “oil cans” on the bulkhead web. Such cracking, undetected, could result in rapid decompression of the passenger cabin, damage to control systems that pass through the bulkhead, and consequent loss of control 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 17 August 2004\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 8 September 2004.","sortOrder":1}],"analysis":{"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"},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The AD remains within the original safety-focused purpose: to detect and correct fatigue cracking in the aft pressure bulkhead web of Boeing 767 aircraft. It does not broaden the subject matter beyond that structural-safety objective; rather it enforces the FAA-prescribed inspection and repair regime in Australia. There is no indication in the text that the AD changes scope from the original intent."},"complexity_factors":["Short, single-issue AD focused on one structural area (aft pressure bulkhead web)","Direct cross-reference to an external FAA AD (FAA AD 2004-14-19) for technical requirements","Incorporation by reference of Boeing Alert Service Bulletins 767-53A0105 and 767-53A0106 (or later FAA-approved revisions)","Repetitive inspection requirement (recurrent obligations rather than one-off action)","No detailed technical steps in the Australian AD itself — operators must consult external documents for procedures and intervals","Applies universally to all Model 767 series aircraft (broad applicability but narrow subject matter)","Minimal internal definitions or conditional logic in the Australian AD text"],"plain_english_summary":"**What this instrument does (mechanically)**\n\n- **What the rule requires:** All Boeing Model 767 aircraft must undergo the inspections and corrective actions specified in FAA Airworthiness Directive (AD) 2004-14-19. The Australian AD makes that FAA AD mandatory for Australian-registered 767s. (See \"Requirement\" and \"Compliance\".)\n\n- **Which documents are incorporated:** The AD points to Boeing Alert Service Bulletins 767-53A0105 and 767-53A0106 (original issue), or any later revision approved by the FAA, as the service instructions referenced by the FAA AD. (See \"Note\".)\n\n- **When it takes effect:** The directive became effective on 30 September 2004. (See \"Compliance\" / \"Effective date\".)\n\n- **Scope / applicability:** The AD applies to every Model 767 series aeroplane. (See \"Applicability\".)\n\n**Why the rule exists (official rationale and mechanical effect)**\n\n- The AD requires repetitive, detailed inspections of the aft pressure bulkhead web to detect and fix fatigue cracks that can start around areas described as \"oil cans\" on the bulkhead web. The stated hazard is that undetected cracking could lead to rapid cabin decompression, damage to control systems that pass through the bulkhead, and loss of control of the aircraft. (See \"Background\".)\n\n**Who decides and who pays**\n\n- **Who decides:** The Civil Aviation Safety Authority (CASA) delegate issued the AD and made compliance mandatory by reference to the FAA AD. The FAA AD and Boeing service bulletins determine the technical inspection method, intervals and corrective actions that operators must follow. (See \"Requirement\", \"Note\".)\n\n- **Who pays:** Aircraft operators / owners pay for the inspections, any follow-up non-routine inspections, and any repairs or part replacements found necessary. They also bear aircraft downtime while inspections/repairs are carried out.\n\n**What operators must do (behaviour change)**\n\n- Operators must arrange and carry out the repeated detailed inspections of the aft pressure bulkhead web at the intervals specified in FAA AD 2004-14-19, using the Boeing service instructions referenced (or FAA-approved later revisions).\n- If cracks are found, operators must perform the corrective actions specified by the FAA AD and the referenced Boeing service bulletins before further flight (or as allowed by the FAA AD). (See \"Requirement\" and \"Compliance\".)\n\n**Costs, incentives, trade-offs and implementation issues**\n\n- **Direct costs and downtime:** The AD creates a recurring maintenance cost and aircraft out-of-service time for inspections and for repairs when cracking is found. These are borne by operators and may affect scheduling and utilisation of the aircraft fleet.\n\n- **Safety benefit concentration:** The direct safety benefits (reduced risk of decompression and loss of control) accrue to passengers, crews and the operator’s asset value. The benefit is closely tied to the inspected aircraft and therefore concentrated on those operators and users.\n\n- **Regulatory reliance & discretion:** CASA’s AD adopts the FAA AD and FAA-approved Boeing service bulletins. That structure reduces CASA’s need to create separate technical instructions but also ties Australian compliance to FAA technical judgments and Boeing’s service instructions. Operators’ required actions are therefore shaped primarily by those external documents. (See \"Requirement\" and \"Note\".)\n\n- **Supply-side effects:** The rule raises demand for maintenance, inspection labour and parts for affected 767s. Independent MRO (maintenance, repair and overhaul) providers are potential beneficiaries of increased workload; operators may choose to use in-house or third-party providers depending on capacity and cost.\n\n- **Potential substitution / operational responses:** To avoid inspection/repair costs or scheduling disruption, some operators might (depending on their business calculus and fleet plans) reduce utilisation of older 767s, transfer flying to other aircraft types, or accelerate retirement of certain airframes. The AD itself does not mandate these responses — it only requires inspections and repairs — but those are plausible operational reactions to the added maintenance burden.\n\n- **Implementation risk and compliance burden:** The AD imposes ongoing administrative and technical compliance obligations (tracking inspection intervals, documenting compliance, obtaining FAA-approved later revisions if used). Failure to comply increases safety risk and legal exposure for operators.\n\n**Constraints, trade-offs and opportunity costs**\n\n- The AD prioritises an immediate safety intervention (repeated inspections and repairs) over alternatives such as redesign or fleet grounding. That choice reduces immediate risk but imposes recurring maintenance cost and operational disruption. The AD relies on industry-standard service bulletins to specify inspection technique and repair methods rather than prescribing bespoke Australian technical measures. (See \"Background\", \"Requirement\", \"Note\".)\n\n**Concrete mechanics and citation to the instrument**\n\n- Applicability: \"All Model 767 series aircraft.\" (Applicability)\n- Requirement: \"Action in accordance with the technical requirements of FAA AD 2004-14-19 Amdt 39-13728.\" (Requirement)\n- Note: Points to Boeing Alert Service Bulletins 767-53A0105 and 767-53A0106 original issue or later FAA-approved revisions. (Note)\n- Compliance / Effective date: Compliance as specified in the FAA AD; AD effective 30 September 2004. (Compliance / Effective date)\n- Background: Explains the unsafe condition (fatigue cracking at aft pressure bulkhead web near ‘oil cans’) and the potential consequences (rapid decompression, damage to control systems, loss of control). (Background)\n\n**Bottom line**\n\nThis AD makes the FAA’s inspection-and-repair requirements for the 767 aft pressure bulkhead web mandatory in Australia. It shifts to operators the recurring cost and logistical burden of detailed inspections and repairs intended to prevent dangerous fatigue cracking. The technical content and inspection intervals are set by the FAA AD and the referenced Boeing service bulletins, which CASA has adopted by reference."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope: addressing a specific structural fatigue issue on a specific aircraft type (Boeing 767). It does not expand beyond its original safety purpose."},"complexity_factors":["Very short document (under 300 words)","Only 1 defined term implicitly used ('oil cans' — explained in context)","Single cross-reference to external FAA directive (AD 2004-14-19)","No nested conditions or exceptions","Simple structure: Applicability → Requirement → Compliance → Background","Adopts technical content by reference rather than reproducing it"],"plain_english_summary":"This CASA Airworthiness Directive requires operators of all Boeing 767s in Australia to perform repeated detailed inspections of the aft pressure bulkhead web per FAA AD 2004-14-19 and Boeing service bulletins 767-53A0105/0106. It's issued because fatigue cracks near \"oil cans\" can lead to rapid decompression and damage to control systems. The AD adopts the FAA requirements for Australian-registered 767s and took effect on 30 September 2004."}},"importantCases":[],"_links":{"self":"/api/acts/ad-b767-198-aft-pressure-bulkhead-web","history":"/api/acts/ad-b767-198-aft-pressure-bulkhead-web/history","analysis":"/api/acts/ad-b767-198-aft-pressure-bulkhead-web/analysis","conflicts":"/api/acts/ad-b767-198-aft-pressure-bulkhead-web/conflicts","importantCases":"/api/acts/ad-b767-198-aft-pressure-bulkhead-web/important-cases","documents":"/api/acts/ad-b767-198-aft-pressure-bulkhead-web/documents"}}