{"id":"F2005L02425","name":"AD/BAe 146/36 Amdt 1 - Wing to Fuselage Fairings","slug":"ad-bae-146-36-amdt-1-wing-to-fuselage-fairings","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":36968,"registerId":"commonwealth-F2005L02425-current","compilationNumber":null,"startDate":"2026-04-01","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 146/36 Amdt 1 | Wing to Fuselage Fairings | 10/2005 |\n| -------------------- | ------------------------- | ------- |\n\n| Applicability: | All Model BAe 146 series aircraft with modification HCM00301A or B incorporated and without modification HCM01698A (SB 53-162-01698A Protective Tape and Sealant) incorporated.                                                                                                                                                                                                                                                                                                                                      |\n| -------------- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | 1. For aircraft not previously inspected in accordance with BAE Systems Operations Ltd Service Bulletin (SB) ISB 53-005 and/or ISB 53-067: Perform the inspection detailed in SB ISB 53-005 Revision 2 and ISB 53-067 Revision 3, or later EASA approved revisions.2. For aircraft previously inspected in accordance with SB ISB 53-005 and ISB53-067: Perform the inspections detailed in SB ISB 53-005 Revision 2 and ISB 53-067 Revision 3, or later EASA approved revisions.Note: UK CAA AD G-2005-0020 refers. |\n| Compliance:    | 1. Before the accumulation of 1,000 landings since new, or 500 landings after 29 September 2005, whichever occurs later. Thereafter, repeat the inspections at the intervals specified in the requirement document.2. Before the accumulation of 4,000 landings since the last inspection. Thereafter, repeat the inspections at the intervals specified in the requirement document.                                                                                                                                |\n|                | This Amendment becomes effective on 29 September 2005.                                                                                                                                                                                                                                                                                                                                                                                                                                                               |\n| Background:    | Chafing of the fuselage skin has been reported.                                                                                                                                                                                                                                                                                                                                                                                                                                                                      |\n\n|     | Amendment 1 is issued in response to a new CAA AD, which introduces the latest revisions of SB ISB 53-005 and ISB 53-067. Inspection of the affected chafing areas was originally mandated by CAA ADs 002-09-84 (AD/BAe 146/1) and 009-12-87 (this Directive). In order to ensure the continued airworthiness for life extension it was necessary to review the corrective actions required by the above CAA ADs. As a result of this review it has been determined that the related service bulletins needed to be revised to assure the continued structural integrity of the fuselage. |\n| --- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n![](image.001.png)  \nDavid Villiers  \nDelegate of the Civil Aviation Safety Authority\n\n8 August 2005","sortOrder":0},{"sectionNumber":"AD/BAe 146/36 Amdt 1","sectionType":"part","heading":"AD/BAe 146/36 Amdt 1","content":"## AD/BAe 146/36 Amdt 1","sortOrder":1},{"sectionNumber":"Wing to Fuselage Fairings","sectionType":"part","heading":"Wing to Fuselage Fairings","content":"## Wing to Fuselage Fairings","sortOrder":2},{"sectionNumber":"10/2005","sectionType":"part","heading":"10/2005","content":"## 10/2005","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"This amendment updates which revisions of the BAE service bulletins are mandatory and clarifies inspection timing; it does not materially broaden the class of affected aircraft beyond the original applicability (still limited to BAe 146 aircraft with HCM00301A/B and without HCM01698A). The core purpose—mandating inspections to detect and address fairing-to-fuselage chafing—remains the same. The practical effect is procedural (new SB revisions and potentially changed inspection detail/intervals) rather than a significant expansion of scope."},"complexity_factors":["Conditional applicability based on incorporation or absence of specific modifications (HCM00301A/B included, HCM01698A excluded).","Requirement references two external service bulletins with explicit revision numbers and the clause “or later EASA approved revisions” (dependence on external, evolving documents).","Two different initial compliance trigger conditions (1,000 landings since new OR 500 landings after a calendar date) plus a different trigger for previously inspected aircraft (4,000 landings since last inspection).","Repeating inspection intervals are delegated to the service bulletins rather than fully specified in the AD (cross-document dependency).","Cross-references to earlier CAA ADs and a UK CAA AD (regulatory cross-jurisdictional linkage).","Amendment nature: updates to required SB revisions rather than standalone technical text (maintenance of records and tracking of SB revisions required)."],"plain_english_summary":"**What this directive does (mechanically)**\n\n- Requires operators of certain British Aerospace BAe 146 series aeroplanes to carry out specific inspections of the wing-to-fuselage fairing areas (places where the wing meets the fuselage) because chafing (wear rubbing through) of the fuselage skin has been reported.\n- The inspections must be performed using the procedures in BAE Systems Service Bulletins ISB 53-005 Revision 2 and ISB 53-067 Revision 3, or any later revisions that have been approved by EASA (the European Aviation Safety Agency). (See “Requirement”.)\n- Which aircraft are affected: all BAe 146 models that have modification HCM00301A or HCM00301B installed and that do not have modification HCM01698A (the protective tape and sealant modification). (See “Applicability”.)\n- Timing: if an aircraft has NOT previously been inspected under those service bulletins, the inspection must be done before that aeroplane has accumulated 1,000 landings since new, or within 500 landings after 29 September 2005, whichever is later. If an aircraft HAS been inspected previously under the relevant SBs, the inspection must be done before it reaches 4,000 landings since the last inspection. After the initial required inspection, repeat inspections at the intervals set out in the service bulletins. (See “Compliance”.)\n- This document is an amendment that updates the required service bulletin revisions (it introduces the latest SB revisions). The effective date for this amendment is 29 September 2005. (See amendment note and effective date.)\n\n**Why the regulator says this matters**\n\n- The formal stated reason is reports of chafing to the fuselage skin in the affected fairing areas and a review of corrective actions to assure structural integrity during life-extension activity. The amendment follows a CAA (UK Civil Aviation Authority) airworthiness directive that introduced these SB revisions. (See “Background” and amendment note.)\n\n**Who pays, who decides, and what behaviour changes**\n\n- Who pays: aircraft operators (airlines, charter companies, or owners) bear the direct cost of performing the inspections and any repairs or modifications that follow.\n- Who decides: the Civil Aviation Safety Authority (via its delegate) enforces the directive; the specific inspection procedures and intervals are defined in the named BAE service bulletins and any later EASA-approved revisions — operators must follow those documents.\n- Behaviour change required: affected operators must schedule and perform the inspections at the stated landing-count milestones and thereafter at the specified intervals, and may choose to incorporate modification HCM01698A (protective tape/sealant) where available to change applicability in future assessments.\n\n**Costs, incentives, trade-offs and implementation points to watch**\n\n- Direct costs: labour, downtime, inspections by appropriately rated maintenance organisations, and potential repairs or materials. These are borne by operators and will be recurring while the AD remains in force (because inspections repeat at intervals). (See “Compliance” and “Requirement”.)\n- Incentive to modify: the AD excludes aircraft that already have modification HCM01698A. That creates a concrete incentive for some operators to install that modification if it is acceptable operationally and economically — installing the modification may remove these inspection requirements for that aircraft. (See “Applicability”.)\n- Reliance on external documents: the AD mandates compliance with external service bulletins (and “or later EASA approved revisions”), so operators must track revisions and approvals. This shifts some technical detail and interval-setting authority to the SB authors and EASA approval process.\n- Implementation risk and burden: the directive requires counting and tracking landings precisely (compliance built on landing thresholds), coordinating maintenance slots to meet the time/landing windows, and ensuring that maintenance providers are familiar with the exact SB procedures. The phrase “thereafter, repeat the inspections at the intervals specified in the requirement document” means the continuing interval schedule is in the SBs rather than the AD itself, which increases the operational dependence on those external documents. (See “Compliance”.)\n- Effects on markets and competition: maintenance providers and parts suppliers for BAe 146 operators are likely to see increased work from the inspections and any resulting repairs or modifications. Operators face operating-cost increases and possible schedule impacts; no change to aircraft ownership, market entry, or pricing mechanisms is imposed directly by the AD beyond these cost effects.\n\n**Concrete reference points in the directive**\n\n- Applicability: identifies affected airframes by modification status (HCM00301A/B included; HCM01698A excluded).\n- Requirement: mandates the inspections per SB ISB 53-005 Rev 2 and ISB 53-067 Rev 3 (or later EASA-approved revisions).\n- Compliance: sets the landing-count deadlines (1,000 landings since new or 500 after 29 Sep 2005 for previously uninspected aircraft; 4,000 landings since the last inspection for previously inspected aircraft) and requires repeating inspections at the SB-specified intervals.\n- Background & amendment note: explains that the action responds to reported chafing and updates earlier directives and SBs to maintain fuselage structural integrity.\n\n(Sections referred to above are titled “Applicability”, “Requirement”, “Compliance”, “Background”, and the amendment note in the AD text.)"},"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":4,"scope_assessment":{"changed":false,"description":"This amendment remains tightly focused on its original purpose: ensuring structural integrity of wing-to-fuselage fairings on BAe 146 aircraft. While it updates the technical requirements to incorporate revised service bulletins and extends the inspection regime for life extension programs, it does not expand beyond the original safety concern of fuselage skin chafing in this specific aircraft area."},"complexity_factors":["Multiple applicability conditions combined with 'and/or' logic (modification HCM00301A or B present, AND modification HCM01698A absent)","Two distinct compliance pathways depending on prior inspection history","Dual timing triggers for compliance (landing counts vs. calendar date)","Cross-references to external technical documents (Service Bulletins ISB 53-005 and ISB 53-067) and UK CAA AD G-2005-0020","Requirement to use 'later EASA approved revisions' of referenced documents, creating a dynamic reference standard","Nested conditional logic for repeat inspection intervals ('thereafter' clauses)"],"plain_english_summary":"This AD requires owners/operators of BAe 146 aircraft carrying modification HCM00301A/B (but not protected by HCM01698A) to inspect the wing-to-fuselage fairings for chafing damage, following specified service bulletins, and to repeat inspections at landing-based intervals. Initial deadlines depend on total or post‑2005 landings, with repeat intervals tied to landing counts. The rule prevents progressive skin/structural weakening from rubbing, preserving airworthiness as the fleet ages."}},"importantCases":[],"_links":{"self":"/api/acts/ad-bae-146-36-amdt-1-wing-to-fuselage-fairings","history":"/api/acts/ad-bae-146-36-amdt-1-wing-to-fuselage-fairings/history","analysis":"/api/acts/ad-bae-146-36-amdt-1-wing-to-fuselage-fairings/analysis","conflicts":"/api/acts/ad-bae-146-36-amdt-1-wing-to-fuselage-fairings/conflicts","importantCases":"/api/acts/ad-bae-146-36-amdt-1-wing-to-fuselage-fairings/important-cases","documents":"/api/acts/ad-bae-146-36-amdt-1-wing-to-fuselage-fairings/documents"}}