{"id":"F2010L02437","name":"AD/BAe 146/141 - State of Design Airworthiness Directives","slug":"ad-bae-146-141-state-of-design-airworthiness-directives","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":84369,"registerId":"commonwealth-F2010L02437-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"British Aerospace BAe 146 Series Aeropla","sectionType":"division","heading":"British Aerospace BAe 146 Series Aeroplanes","content":"### British Aerospace BAe 146 Series Aeroplanes\n\n| AD/BAe 146/141 | State of Design Airworthiness Directives | 18/2010 |\n| -------------- | ---------------------------------------- | ------- |\n\n```html\n

Applicability:

British Aerospace BAe 146 and Avro 146-RJ aircraft - all series.

Requirement:

1. Determine the applicability of the UK CAA Airworthiness Directives (AD) listed in Table 1.

2. If it is determined that a UK CAA AD listed in Table 1 is applicable and has not been previously accomplished, perform the actions required by that AD or later EASA-approved revision.

Service Bulletins approved by EASA as Alternative Methods of Compliance (AMOC) to the ADs listed in Table 1 are considered acceptable for compliance with the equivalent requirements of this Airworthiness Directive.

Table 1

CAA AD

Service Bulletin

Title

004-03-2001

57-064

Replace bolts on wing rear spar

004-10-2000

57-62

Inspect spars for corrosion and cracking

002-11-99

57-A58

Inspect for micro-biological contamination

006-04-98

57-55

Inspect wing stringers for machining error

007-09-97

24-120

Inspect ERMA terminals in equipment bays

010-07-97

55-16

Inspect elevator hinge bracket rib 1

002-03-97

SB not specified

Ex US Air and ex PSA aircraft

006-05-95

35-35-56091A

Stainless steel pipe in oxygen system

008-09-94

36-23

Inspection of housings in bleed air system

015-05-93

29-31-01339A

Fire resistance coupling in engine bay

\n```\n\n```html\n

CAA AD

Service Bulletin

Title

009-04-92

27-135

Pitch servomotor mounting bracket

006-12-91

25-299-60358D

Revised interior décor specification

004-10-90

53-98

Pitting corrosion of fuselage skins

011-09-90

27-114-01028B

Stall identification and warning system

048-09-89

32-A101

Hydraulic lines to wheel brake units

009-08-89

25-A157

Insulation bags in passenger compartment

005-10-88

27-87

Aileron disconnect unit

003-04-88

27-74

Aileron and elevator trim screwjacks

009-11-86

52-55-00830A

Remove locking arm from doors

002-08-86

24-30-00757A

DC electrical power distribution

013-04-86

27-A54

Flap control system

011-04-86

25-13-70039A

Modification of evacuation slide

003-02-86

21-24-00543A

Air conditioning

Note 1: UK CAA ADs may be accessed via the internet at the following URL:

http://ad.easa.europa.eu/

Compliance:

If a certificate of airworthiness has not been issued for the aircraft - before issue of the certificate of airworthiness.

If a certificate of airworthiness has been issued for the aircraft - before further flight after 60 days from the effective date of this Directive.

This Airworthiness Directive becomes effective on 24 September 2010.

\n```\n\n| Background: | The UK CAA ADs listed in Table 1 of this Directive require once-only actions for which the compliance date has passed. CASA has determined that these ADs may be applicable to some Australian aircraft. This Directive is issued to ensure compliance with all State of Design ADs.CASA appreciates that, due to date of aircraft manufacture or aircraft configuration and modification status, some of the ADs listed in Table 1 will not be applicable to any aircraft presently registered in Australia. |\n| ----------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n![](image.001.png)\n\nCharles Lenarcic \nDelegate of the Civil Aviation Safety Authority\n\n7 September 2010","sortOrder":0},{"sectionNumber":"AD/BAe 146/141","sectionType":"part","heading":"AD/BAe 146/141","content":"## AD/BAe 146/141","sortOrder":1},{"sectionNumber":"State of Design Airworthiness Directives","sectionType":"part","heading":"State of Design Airworthiness Directives","content":"## State of Design Airworthiness Directives","sortOrder":2},{"sectionNumber":"18/2010","sectionType":"part","heading":"18/2010","content":"## 18/2010","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"This Directive is a transposition/recognition measure: it brings a set of once‑only State of Design (UK CAA) ADs to the attention of Australian operators and requires compliance where applicable. That aligns with the stated original purpose (ensure compliance with State of Design ADs). It does not expand obligations beyond requiring operators to determine applicability and to comply with the listed ADs (or later EASA‑approved revisions or approved AMOCs), nor does it add new substantive technical requirements of CASA's own. Therefore it has not materially changed scope beyond its original purpose."},"complexity_factors":["Single aircraft applicability class (BAe 146 / Avro RJ) — keeps instrument focused","Table 1 lists 23 UK CAA ADs cross-referenced to service bulletins (23 external action items to check)","Cross-references to external regulatory documents (UK CAA ADs and any later EASA‑approved revisions)","Acceptance of EASA‑approved Service Bulletins as AMOCs (external approvals change compliance paths)","Two conditional compliance deadlines (before issue of Certificate of Airworthiness; or before further flight after 60 days for certificated aircraft)","Requirement to determine applicability for each listed AD creates a technical assessment step (no one‑size‑fits‑all instruction)","Varied technical domains covered in Table 1 (structure, systems, interiors, oxygen, hydraulics, contamination) — requires multiple maintenance disciplines","Relies on operator records and configuration history to resolve potential non-applicability"],"plain_english_summary":"**What this instrument does (mechanically)\n\n- It applies to all British Aerospace BAe 146 and Avro RJ aeroplanes (every series).\n- It requires the operator or owner to check whether the UK Civil Aviation Authority (CAA) Airworthiness Directives (ADs) listed in Table 1 apply to a particular aircraft (Requirement 1).\n- If a listed UK CAA AD applies and has not already been complied with, the operator must carry out the actions required by that UK CAA AD (or a later EASA‑approved revision) (Requirement 2).\n- Service Bulletins approved by EASA as Alternative Methods of Compliance (AMOCs) to the listed UK CAA ADs are accepted as meeting the equivalent requirements of this Directive.\n- The Directive sets two compliance timings: if the aircraft does not yet have a Certificate of Airworthiness, the actions must be done before that certificate is issued; if the aircraft already has a Certificate of Airworthiness they must be done before further flight after 60 days from the Directive's effective date (see \"Compliance\").\n\n**Who this affects\n\n- Aircraft owners/operators of BAe 146 / Avro RJ series registered in Australia.\n- Maintenance organisations and certificated personnel who must perform inspections, replacements or modifications required by the listed ADs or approved AMOCs.\n- The Civil Aviation Safety Authority (CASA) in its role of enforcing airworthiness requirements.\n\n**What kinds of work the Directive points to (examples from Table 1)\n\n- Structural actions: e.g. replace bolts on the wing rear spar; inspect spars for corrosion and cracking; inspect wing stringers for machining errors; inspect elevator hinge bracket.\n- Systems and equipment: e.g. inspect/replace items in bleed air system, oxygen system piping, hydraulic lines to brake units, pitch servomotor mounting bracket, aileron/elevator trim screwjacks, DC power distribution.\n- Interiors and safety equipment: e.g. revised interior décor specifications, insulation bags in passenger compartment, evacuation slide modification.\n- Contamination and fire-safety items: e.g. inspection for micro‑biological contamination; fire resistance coupling in the engine bay.\n\n**Stated purpose and how it operates in practice\n\n- CASA's stated purpose (given in the Background) is to ensure Australian-registered BAe 146 / Avro RJ aircraft comply with State of Design ADs that require once‑only actions and whose compliance dates have already passed in the State of Design (UK CAA).\n- Mechanically, CASA is not re-writing technical requirements: the Directive requires operators to determine applicability and to comply with the original UK CAA ADs listed (or later EASA‑approved revisions), or to use EASA‑approved AMOCs (service bulletins) where available.\n\n**Who pays, who decides, and what changes in behaviour\n\n- Who pays: aircraft owners/operators pay for the inspection, replacement, modification work, parts and associated maintenance labour, and for any operational disruption (grounding or delayed flights) needed to comply.\n- Who decides: the operator (and its maintenance organisation) decides whether each UK CAA AD in Table 1 is applicable to a particular aircraft; CASA enforces the obligation to make that determination and to complete any required actions.\n- Behaviour changes: operators must (i) check Table 1 against each aircraft's configuration and maintenance/modification history; (ii) perform the listed AD actions where applicable (or an EASA‑approved AMOC); (iii) record compliance to satisfy CASA inspection/airworthiness checks; and (iv) potentially delay issuing a Certificate of Airworthiness or delay flights until compliance deadlines are met.\n\n**Costs, incentives and trade‑offs (implementation risks and compliance burdens)\n\n- Direct costs: inspections, replacements and any modifications required by the UK CAA ADs. The Directive references many different types of work (structures, systems, interiors), so costs can vary widely by aircraft condition and configuration (see Table 1 titles).\n- Timing cost: for certificated aircraft, operators have 60 days from the Directive's effective date before they must have complied; this can create short‑term scheduling and grounding costs.\n- Assessment burden: the Directive requires an applicability determination for each listed UK CAA AD. That is a technical assessment (matching aircraft serial/configuration/modification history to the UK AD scope), which may require engineering input and records searches.\n- Cross‑reference reliance: the Directive defers to external instruments (the UK CAA ADs listed in Table 1 and any later EASA‑approved revisions). Operators must obtain and interpret those external AD texts and any applicable Service Bulletins or AMOCs. That creates an administrative burden and potential ambiguity where aircraft have non‑standard modifications.\n- Compliance flexibility: where EASA has approved a Service Bulletin as an AMOC to a UK CAA AD, operators may use that SB as an accepted alternative, which can reduce cost or simplify work if an AMOC is available (the Directive explicitly accepts EASA‑approved AMOCs).\n- Scope uncertainty: CASA notes that, because of manufacture dates or aircraft configuration, some listed ADs may not be applicable to any Australian-registered BAe 146/Avro RJ aircraft. That reduces the universe of required work but increases the need for accurate aircraft records and applicability determinations.\n\n**Practical note on finding the referenced ADs\n\n- The Directive points operators to the EASA AD website for access to the UK CAA ADs (the Directive includes the URL used at the time).\n\n**Source statements vs. analyst testing\n\n- CASA's stated reason is compliance with State of Design ADs. Taken as a claim, the Directive enforces that compliance by making applicability checks and compliance a legal requirement in Australia. The concrete costs fall on operators (inspection/repair/modification and downtime). The Directive does not itself specify the technical actions — it requires compliance with the original UK CAA ADs (or later EASA‑approved revisions) — so the technical burden is implemented by following those external documents (Requirement 2 and Table 1). The main implementation risks are correctly determining applicability for each aircraft and scheduling the required work within the compliance windows (\"Compliance\" paragraph)."},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":false,"description":"This instrument maintains its original scope as a State of Design Airworthiness Directive. Its purpose is to adopt and give effect to UK-originated safety requirements for Australian-registered BAe 146 aircraft. The instrument does not expand beyond this technical adoption function; it is a standard example of CASA's role in ensuring foreign-designed aircraft meet their original certification safety standards."},"complexity_factors":["21 cross-referenced UK CAA Airworthiness Directives incorporated by reference","Dual compliance pathways (direct UK AD compliance OR EASA-approved Alternative Methods of Compliance)","Conditional applicability logic (determine if AD applies → check if already accomplished → perform actions if needed)","Two-tier compliance deadline structure depending on airworthiness certificate status","Requires external reference to UK CAA and EASA documentation not contained within the instrument itself","Technical aviation terminology throughout (spars, stringers, servomotors, screwjacks, ERMA terminals)"],"plain_english_summary":"Owners and operators of BAe 146 and Avro 146‑RJ aircraft registered in Australia must check whether 21 specified UK CAA Airworthiness Directives apply to their aircraft and, if so and not already done, carry out the required inspections or repairs. EASA‑approved service bulletins can be used as alternatives. Compliance is required before issue of a new certificate of airworthiness or within 60 days for existing aircraft. The ADs address serious risks like wing spar corrosion, control‑surface faults, fires and landing‑gear issues."},"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"}},"importantCases":[],"_links":{"self":"/api/acts/ad-bae-146-141-state-of-design-airworthiness-directives","history":"/api/acts/ad-bae-146-141-state-of-design-airworthiness-directives/history","analysis":"/api/acts/ad-bae-146-141-state-of-design-airworthiness-directives/analysis","conflicts":"/api/acts/ad-bae-146-141-state-of-design-airworthiness-directives/conflicts","importantCases":"/api/acts/ad-bae-146-141-state-of-design-airworthiness-directives/important-cases","documents":"/api/acts/ad-bae-146-141-state-of-design-airworthiness-directives/documents"}}