{"id":"F2005L00231","name":"AD/B767/205 - Wing-to-Strut Diagonal Braces and Aft Pitch Load Fittings","slug":"ad-b767-205-wing-to-strut-diagonal-braces-and-aft-pitch-load-fittings","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":33784,"registerId":"commonwealth-F2005L00231-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Boeing 767 Series Aeroplanes","sectionType":"division","heading":"Boeing 767 Series Aeroplanes","content":"### Boeing 767 Series Aeroplanes\n\n| AD/B767/205 | Wing-to-Strut Diagonal Braces and Aft Pitch Load Fittings | 3/2005 |\n| ----------- | --------------------------------------------------------- | ------ |\n\n| Applicability: | Model 767-300 and 767-300F series aircraft, equipped with General Electric or Pratt & Whitney engines; as listed in Boeing Alert Service Bulletin 767-54A0096 Revision 2, dated 18 December 2003, or later FAA approved revision.                                                                                                                                                                                                                                                                                                                                                      |\n| -------------- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | Action in accordance with the technical requirements of FAA AD 2004-26-06 Amdt 39-13918.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                               |\n| Compliance:    | As specified in the Requirement, with a revised effective date of 17 March 2005.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                       |\n|                | This Airworthiness Directive becomes effective on 17 March 2005.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                       |\n| Background:    | Further review by the manufacturer of the aft pitch load fitting load path has indicated that the current configuration will lead to a reduced fatigue life of the diagonal brace fuse pin and potential loss of the diagonal brace fuse pin. This Directive requires reworking the wing-to-strut diagonal braces and the aft pitch load fittings of the wings and reinstalling the diagonal braces with new fuse pins. This action is necessary to prevent undetected loss of the diagonal brace fuse pins of the wings and consequent increased loads in other wing-to-strut joints. |\n\n![](image.001.png)  \nDavid Punshon  \nDelegate of the Civil Aviation Safety Authority\n\n4 February 2005","sortOrder":0},{"sectionNumber":"AD/B767/205","sectionType":"part","heading":"AD/B767/205","content":"## AD/B767/205","sortOrder":1},{"sectionNumber":"Wing-to-Strut Diagonal Braces and Aft Pi","sectionType":"part","heading":"Wing-to-Strut Diagonal Braces and Aft Pitch Load Fittings","content":"## Wing-to-Strut Diagonal Braces and Aft Pitch Load Fittings","sortOrder":2},{"sectionNumber":"3/2005","sectionType":"part","heading":"3/2005","content":"## 3/2005","sortOrder":3}],"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":"This AD does not expand the original safety purpose; it adopts and enforces the FAA AD and the Boeing service bulletin requirements for the specified Boeing 767‑300/300F fleet. The document updates the effective date to 17 March 2005 but does not add requirements beyond those referenced in the FAA AD/Boeing service bulletin. In other words, the scope remains focused on the identified fatigue risk and its remedial actions rather than being broadened to other systems or populations."},"complexity_factors":["Short standalone directive (few pages) but relies on external documents (FAA AD 2004-26-06 and Boeing Alert Service Bulletin 767-54A0096 Rev 2) which must be consulted for technical steps","Applicability limited to specific airframe models and engines (Model 767-300 and 767-300F with GE or P&W engines) — a simple eligibility filter","Concrete single remedial action (rework and replacement of fuse pins) rather than multiple conditional obligations","A revised effective date is noted — small procedural amendment rather than substantive change","Technical content is engineering‑specific (fatigue, load paths) which raises practical complexity for implementers even though legal text is brief"],"plain_english_summary":"**What this instrument does (mechanics)**\n\n- Requires operators of certain Boeing 767-300 and 767-300F aeroplanes to carry out work on the wing-to-strut diagonal braces and the aft pitch load fittings of each wing, and to reinstall the diagonal braces using new fuse pins. The required work follows the technical instructions in FAA Airworthiness Directive 2004-26-06 and Boeing Alert Service Bulletin 767-54A0096 Revision 2 (or any later FAA‑approved revision).\n- Makes the actions mandatory for the aircraft covered and sets the effective compliance date as 17 March 2005.\n\n**Who is affected**\n\n- Aircraft owners and operators of Boeing 767-300 and 767-300F aeroplanes that are equipped with General Electric or Pratt & Whitney engines and are listed in the Boeing Alert Service Bulletin named above.\n- Maintenance organisations and engineers who will perform the rework and replacements.\n- The regulator (Civil Aviation Safety Authority, via its delegate) enforces compliance.\n\n**Why it matters (purpose and immediate effect)**\n\n- The manufacturer’s review found that the existing configuration can reduce the fatigue life of the diagonal brace fuse pin and may lead to undetected loss of that fuse pin. Loss of the fuse pin could increase loads at other wing-to-strut joints.\n- The mandated rework and replacement aim to restore the intended load path and prevent undetected failure of the fuse pins, thereby reducing the risk of increased structural loads elsewhere on the wing/strut attachments.\n\n**Practical consequences and compliance mechanics**\n\n- Operators must follow the FAA AD and the Boeing service bulletin steps: inspections, rework of fittings, installation of new fuse pins and any associated checks or modifications specified in those documents.\n- Compliance will involve aircraft downtime while maintenance is carried out, parts procurement (new fuse pins and any repair parts), labour costs, and paperwork to record compliance with the AD.\n- The regulator’s delegate issued the AD and set the effective date; failure to comply would affect the aircraft’s airworthiness certification.\n\n**Costs, incentives, trade-offs and implementation risks**\n\n- Who pays: direct costs fall on aircraft owners/operators (parts, labour, downtime). Maintenance organisations receive the work but bear responsibility for correct execution.\n- Incentives: operators are required by law to comply; there is no market choice to defer the mandated rework without regulator approval. Carriers with in‑house heavy maintenance capability may find it easier to schedule and control costs than those reliant on third parties.\n- Trade-offs and opportunity costs: aircraft removed from service for rework reduce available capacity (lost revenue or replacement costs). There is an opportunity cost of maintenance capacity that could otherwise be used for other work.\n- Implementation risks: parts supply constraints or limited approved repair facilities could delay compliance. Incorrect rework could leave the fatigue issue unresolved or create new maintenance issues. Inspecting and documenting compliance is an administrative burden.\n- Effects on competition and private choice: the requirement is uniform for covered aircraft; larger operators with integrated maintenance may absorb costs more smoothly than smaller operators, which could influence competitive dynamics in the short term.\n\n**Summary statement**\n\nThis Airworthiness Directive imposes a mandatory technical fix (rework of fittings and replacement of fuse pins) on specified Boeing 767-300/300F aircraft to address a fatigue-life concern in the wing-to-strut diagonal brace fuse pin. It shifts direct costs and operational disruption to aircraft owners/operators while aiming to reduce the risk of structural load redistribution caused by undetected fuse pin loss. Compliance is achieved by following the specified FAA AD and Boeing service bulletin and becomes legally required from 17 March 2005."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a standard Airworthiness Directive with a narrow, specific safety purpose. It has not expanded beyond its original intent of addressing a specific fatigue issue in Boeing 767 wing structures."},"complexity_factors":["Very short document (approximately 200 words of substantive content)","Only 1 defined term implicitly referenced (the Boeing Service Bulletin)","No nested conditional logic or exceptions","Single compliance pathway: follow the FAA AD","No cross-references to other Australian legislation","Straightforward applicability criteria (specific aircraft models and engine types)"],"plain_english_summary":"**What this is:** This is an Airworthiness Directive (AD) — a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA) that requires specific repairs or inspections on certain Boeing 767 aircraft.\n\n**Who it affects:** Owners and operators of Boeing 767-300 and 767-300F aircraft (cargo versions) powered by General Electric or Pratt & Whitney engines. The exact aircraft are listed in a Boeing technical document called Alert Service Bulletin 767-54A0096 Revision 2.\n\n**What it requires:** Aircraft operators must follow the technical instructions from a US Federal Aviation Administration (FAA) safety order (AD 2004-26-06) to:\n- Rework (repair/modify) the wing-to-strut diagonal braces and aft pitch load fittings\n- Reinstall the diagonal braces with new fuse pins\n\n**Why it matters:** Boeing discovered that the current design causes the diagonal brace fuse pins to wear out faster than expected due to fatigue (material weakening from repeated stress). If a fuse pin fails undetected, it puts dangerous extra stress on other wing-to-strut connection points. This could potentially lead to structural failure. The directive prevents this by mandating repairs before the pins fail.\n\n**When compliance is required:** By 17 March 2005 (the effective date of this directive)."}},"importantCases":[],"_links":{"self":"/api/acts/ad-b767-205-wing-to-strut-diagonal-braces-and-aft-pitch-load-fittings","history":"/api/acts/ad-b767-205-wing-to-strut-diagonal-braces-and-aft-pitch-load-fittings/history","analysis":"/api/acts/ad-b767-205-wing-to-strut-diagonal-braces-and-aft-pitch-load-fittings/analysis","conflicts":"/api/acts/ad-b767-205-wing-to-strut-diagonal-braces-and-aft-pitch-load-fittings/conflicts","importantCases":"/api/acts/ad-b767-205-wing-to-strut-diagonal-braces-and-aft-pitch-load-fittings/important-cases","documents":"/api/acts/ad-b767-205-wing-to-strut-diagonal-braces-and-aft-pitch-load-fittings/documents"}}