{"id":"F2006B09458","name":"AD/EMB-110/18 - Tailplane Deicer System - Modification","slug":"ad-emb-110-18-tailplane-deicer-system-modification","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":53914,"registerId":"commonwealth-F2006B09458-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/EMB-110/18 - Tailplane Deicer System - Modification","content":"---\nmeta-content-style-type: text/css\nmeta-content-type: application/xhtml+xml; charset=utf-8\nmeta-generator: Aspose.Words for .NET 22.10.0\n---\n\n?xml version=\"1.0\" encoding=\"utf-8\" standalone=\"no\"?>\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  Embraer EMB-110 (Bandeirante) Series Aeroplanes\n\n \n\nAD/EMB-110/18 Tailplane Deicer System - Modification 8/82\n\nApplicability: All models equipped with pneumatic deicing systems. Document: 1. SB No. 110-30-012;\n\n2. SB No. 110-30-013;\n\n \n\n3. SB No. 110-55-020.\n\n \n\nNote: Brazilian CTA AD 82-05-03 refers.\n\n \n\nCompliance: Modify in accordance with documents 1, 2 and 3 within 100 hours time in service after 31 October, 1982.\n\n \n\nBackground: Sharp and unexpected pitching down moments have occurred on approach due to fractured tailplane deicer hoses causing ice build-up on horizontal stabilizer leading edges.\n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The AD’s stated scope aligns with its underlying purpose: to remove a specific failure mode (fractured tailplane deicer hoses) that led to hazardous ice build-up and control upset (Background). It applies to all EMB-110 models fitted with pneumatic de-icers and prescribes the modification steps contained in three manufacturer service bulletins to be completed within a specified time window (Applicability, Document list, Compliance). Nothing in the text expands or reduces that stated safety objective; it implements the original intent directly."},"complexity_factors":["Clear, single corrective action mandated (modification) reduces legal complexity (Compliance).","Dependence on three external service bulletins for technical detail increases operational complexity (Document list).","Short compliance window (100 hours TIS after 31 Oct 1982) requires prompt scheduling and creates logistical pressure (Compliance).","Applicability limited to models with pneumatic de-icers simplifies scope but requires accurate fleet configuration checks (Applicability).","No technical procedures included in the AD itself — implementers must source and interpret manufacturer SBs (Document list).","Cross-reference to a foreign airworthiness directive (Brazilian CTA AD) introduces coordination considerations (Note).","Costs and downtime fall to operators; variability in operator size and spare-capacity affects implementation burden (Applicability, Compliance)."],"plain_english_summary":"What this directive does\n\n- Requires a physical modification to the tailplane (horizontal stabilizer) de-icing system on Embraer EMB-110 (Bandeirante) aeroplanes that are fitted with pneumatic de-icing systems. The AD orders operators to carry out the changes described in three specific service bulletins (SB No. 110-30-012; SB No. 110-30-013; SB No. 110-55-020) (Document list). The work must be completed within 100 hours time-in-service after 31 October 1982 (Compliance).\n\nWho is affected\n\n- Owners and operators of all EMB-110 models that have pneumatic tailplane de-icing systems (Applicability). The Civil Aviation Safety Authority issued the requirement under the Part 39 airworthiness directive process (Civil Aviation Regulations 1998, PART 39 - 105).\n\nWhy it matters (official rationale and mechanical effect)\n\n- The AD is prompted by incidents in which fractured tailplane de-icer hoses allowed ice to build up on the horizontal stabilizer leading edges, producing sharp, unexpected nose-down pitching moments during approach (Background). The modification specified in the manufacturer service bulletins is intended to remove the failure mode (fractured hoses) that led to ice accumulation and the resulting control upset.\n\nWho pays and who decides\n\n- Aircraft owners/operators must pay for and arrange the modification work, buy any required parts, and schedule maintenance time. The regulatory decision is imposed by the Civil Aviation Safety Authority under the Part 39 AD process (header). The AD references manufacturer service bulletins for the technical steps (Document list).\n\nCompliance burden, implementation risk and trade-offs\n\n- Compliance timing: the obligation is time-limited and prescriptive — modifications must be done within 100 hours TIS after the specified date (Compliance). That creates a short scheduling window for operators to source parts and arrange qualified maintenance.\n- Technical dependence: the AD does not include detailed repair instructions itself; operators must rely on the three referenced service bulletins for the exact modification steps and parts (Document list). This makes the AD dependent on external technical documentation and the availability of those parts and instructions.\n- Operational cost and downtime: completing the modification will consume maintenance hours and aircraft downtime. The AD does not provide financial assistance or temporary operational relief; those costs fall to operators (Applicability, Compliance).\n- Residual risk: the AD assumes that following the SBs will mitigate the fractured-hose failure mode described in the Background. If the SBs are incomplete, incorrectly applied, or parts are unavailable, the underlying hazard could persist.\n- International coordination: the AD notes a related Brazilian CTA directive (Note). This indicates cross-jurisdictional recognition of the issue and that operators may need to reconcile local requirements with the referenced foreign AD.\n\nEffects on private choice and markets\n\n- Operators must allocate maintenance budgets and schedule aircraft out of service to comply. Smaller operators with fewer spare aircraft may face higher opportunity costs per aircraft-hour. The AD prescribes a single technical remedy (the manufacturer SBs), which constrains the set of acceptable technical solutions to those described in the referenced documents (Document list).\n\nSummary sentence\n\n- In short, this AD compels owners/operators of EMB-110 aeroplanes with pneumatic tailplane de-icers to modify those systems per three specified service bulletins within a short mandatory window to eliminate a failure mode (fractured de-icer hoses) that caused hazardous ice accumulation and sudden nose-down pitching on approach (Applicability, Document list, Compliance, Background)."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a historical Airworthiness Directive from 1982 with a narrow, specific scope (single aircraft type, single system modification). It has not expanded beyond its original purpose of addressing the tailplane deicer hose failure issue."},"complexity_factors":["Single, specific aircraft type (Embraer EMB-110 series)","Clear applicability criterion (pneumatic deicing systems only)","Only three referenced documents (all service bulletins)","Simple compliance deadline (100 hours time in service after fixed date)","No nested exceptions, conditional logic, or defined terms section","Straightforward background explaining the safety risk","Total length is approximately 200 words"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — essentially a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA) for specific aircraft.\n\n**What it does:**\nRequires owners and operators of **Embraer EMB-110 Bandeirante aircraft** (a Brazilian-made twin-turboprop plane) to modify the tailplane deicing system. The modification must follow three specific service bulletins issued by the manufacturer.\n\n**Who it affects:**\nAnyone who owns, operates, or maintains Embraer EMB-110 series aircraft that have **pneumatic deicing systems** (systems that use inflatable rubber boots to break ice off wings and tail surfaces).\n\n**Why it matters:**\nThe directive addresses a serious safety problem: **fractured deicer hoses on the tailplane** were causing ice to build up on the horizontal stabilizer. This led to aircraft suddenly pitching nose-down during approach to landing — a dangerous situation that could cause loss of control. The modification prevents this by fixing the hose design.\n\n**What must be done:**\n- Install the modifications described in Service Bulletins 110-30-012, 110-30-013, and 110-55-020\n- Complete this work within **100 hours of flight time** after 31 October 1982\n\n**Key point:** This is not optional. Airworthiness Directives are legally binding safety requirements. Non-compliance means the aircraft cannot legally fly."}},"importantCases":[],"_links":{"self":"/api/acts/ad-emb-110-18-tailplane-deicer-system-modification","history":"/api/acts/ad-emb-110-18-tailplane-deicer-system-modification/history","analysis":"/api/acts/ad-emb-110-18-tailplane-deicer-system-modification/analysis","conflicts":"/api/acts/ad-emb-110-18-tailplane-deicer-system-modification/conflicts","importantCases":"/api/acts/ad-emb-110-18-tailplane-deicer-system-modification/important-cases","documents":"/api/acts/ad-emb-110-18-tailplane-deicer-system-modification/documents"}}