{"id":"F2011L01814","name":"AD/F100/97 Amdt 1 - State of Design Airworthiness Directives","slug":"ad-f100-97-amdt-1-state-of-design-airworthiness-directives","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":87098,"registerId":"commonwealth-F2011L01814-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Fokker F100 (F28 Mk 100) Series Aeroplan","sectionType":"division","heading":"Fokker F100 (F28 Mk 100) Series Aeroplanes","content":"### Fokker F100 (F28 Mk 100) Series Aeroplanes\n\n| AD/F100/97 Amdt 1 | State of Design Airworthiness Directives | 18/2011 |\n| ----------------- | ---------------------------------------- | ------- |\n\n```html\n

Applicability:

Fokker Aircraft B.V. F28 Mark 0100 aeroplanes.

Requirement:

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

2. If it is determined that a Netherlands 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.

Table 1

Netherlands AD

Issue Date

Title

97-060

30 June 1997

Emergency Lighting Control Panel Placard

96-153

31 December 1996

Leading Edge Torsion Box Drainage

96-074

28 June 1996

MLG Upper Torque Link Pin

95-104

31 October 1995

Overwing Emergency Exit Release Handle

95-087

31 August 1995

Wing Leading Edge Bleed Air Holes

95-086-2

28 February 1997

Airstair Passenger Door Back-up Structure

95-050

31 May 1995

Flight Compartment Flexible Oxygen Hoses

95-013

28 February 1995

Landing Gear Wheel Brake Assembly

94-172-2

31 January 1996

Outer Wing Collector Tank Area

94-129

31 August 1994

Lavatory Pump and Filter Assembly

94-114-4

31 July 1996

No. 1 Pitot Heating System - Replacement

94-029

21 February 1994

Circuit Breaker Terminal Bolts

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

Netherlands AD

Issue Date

Title

91-031-2

23 April 1993

MLG Downlock Actuator Mechanism

94-024

28 January 1994

Hydraulic Return Filter Diaphragm Assembly

93-088

12 July 1993

Flight Control Lock Handle and Switch

93-042

22 March 1993

Fuel Supply Line/Hydraulic Line Clearance

92-139

27 November 1992

APU - Fuel Supply and Drain Lines

92-120

23 October 1992

Liftdumper System Electrical Wiring

92-103

5 October 1992

Airborne Auxiliary Power - Mounting Frame

92-087

25 September 1992

Rudder Pedal Assemblies

92-058

24 April 1992

Cabin Attendants - Oxygen Drop-out Panels

92-051

8 April 1992

Horiz Stabilizer/Actuator Attach Link Bolts

92-034

25 February 1992

Autopilot Rudder Servo Input Brackets

92-033-2

22 March 1993

HP Bleed Air Shut-off Valve Circuit Breakers

92-028-2

20 January 1993

Return Filter Bypass Valve Assemblies

92-016

24 January 1992

Flight Control Computer

92-015-2

26 June 1992

APU Fuel Supply Line

91-116

18 October 1991

Service/Emergency Door C-Latch Nylon Bushes

91-106

13 September 1991

Flight Mode Panel

91-105

6 September 1991

Engine Fire Detection Wire

91-071-2

6 April 1992

Passenger Address System

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

Netherlands AD

Issue Date

Title

91-013

8 January 1991

Primary Flight Control Servo Mounts and Motors

90-122

26 October 1990

Main Wheel Assembly

Note 1: Netherlands 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 - within 60 days after the effective date of this Directive.

This Amendment becomes effective on 9 September 2011.

Background:

The Netherlands ADs listed in Table 1 of this Directive require once-only actions for which the compliance date and/or period has passed. CASA has determined that these ADs may be applicable to recently-registered Australian aircraft. This Directive is issued to ensure all State of Design ADs are complied with.

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 some aeroplanes.

Amendment 1 of this Airworthiness Directive has been issued to remove reference to Netherlands AD 94-146 from Table 1. The release of EASA AD No. 2011-0158 (26 August 2011) supersedes Netherlands AD 94-146, thus removing the requirement to comply with AD 94-146 via this Directive.

\n```\n\n![](image.001.png)\n\nMike Higgins \nDelegate of the Civil Aviation Safety Authority\n\n31 August 2011","sortOrder":0},{"sectionNumber":"AD/F100/97 Amdt 1","sectionType":"part","heading":"AD/F100/97 Amdt 1","content":"## AD/F100/97 Amdt 1","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":"18/2011","sectionType":"part","heading":"18/2011","content":"## 18/2011","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":true,"description":"This amendment narrowed the Directive's obligations by removing Netherlands AD 94‑146 from Table 1 (Background). The stated reason is that EASA AD No. 2011‑0158 supersedes Netherlands AD 94‑146, so the requirement to comply with AD 94‑146 via this Directive was removed. Apart from that removal, the Directive continues to require determination of applicability and compliance with the remaining listed Netherlands ADs; it therefore modifies the original instrument only to the extent of deleting that single AD from the list rather than expanding the Directive beyond its original purpose of importing State of Design ADs for Fokker F100 aircraft."},"complexity_factors":["Table 1 lists 33 Netherlands (State of Design) AD entries (many with sub‑amendment suffixes like -2), which operators must individually assess for applicability.","Requirement structure is simple (two steps) but depends on external documents (Netherlands/EASA ADs) and later EASA‑approved revisions — cross‑reference dependency increases operational complexity.","Conditional compliance timing: different deadlines depending on whether a certificate of airworthiness has been issued.","Most entries are \"once‑only\" actions with original compliance dates that have already passed, requiring retrospective applicability checks against each aircraft's configuration and records.","Amendment 1 removes a listed AD (94‑146) because it was superseded by an EASA AD, so the text includes change control history and external supersession links.","Note and URL reference to the EASA AD database — operators must retrieve and read external AD documents to perform the required work.","Limited in‑text technical detail: the Directive delegates technical content to the listed ADs, so operators must interpret and apply multiple external technical instruments."],"plain_english_summary":"**What this instrument does (mechanical change first):**\n\n- It requires operators/owners of Fokker F100 (F28 Mark 0100) aeroplanes to check whether a list of Netherlands (State of Design) Airworthiness Directives (ADs) apply to their aircraft (Requirement 1). If any listed AD does apply and has not already been done, the operator must carry out the actions required by that Netherlands AD or by a later EASA‑approved revision (Requirement 2 and Table 1).\n\n- The Directive sets the compliance timing: if the aircraft does not yet have a certificate of airworthiness, the actions must be done before that certificate is issued; if the certificate has already been issued, the actions must be done within 60 days of the Directive becoming effective (see \"Compliance\"). This amendment became effective 9 September 2011 (see effective date).\n\n**Who is affected:**\n\n- Owners, operators and maintainers of Fokker F100 (F28 Mk 100) series aircraft registered in Australia (including recently‑registered aircraft). Maintenance organisations and engineers who determine AD applicability are also affected because they must assess and, where required, implement the specified AD actions.\n\n**What the list contains:**\n\n- Table 1 lists State of Design (Netherlands) ADs by AD number, issue date and title. The table contains multiple ADs covering many systems and components (examples: emergency lighting placard, landing gear brake assemblies, pitot heating, leading edge drainage, flight control components, fuel and hydraulic lines). The Operator must determine whether each listed AD applies to their particular aeroplane and, if so, comply.\n\n**Why it matters (official purpose and practical effect):**\n\n- The stated purpose (from the Background) is to ensure that State of Design ADs are complied with for Australian‑registered aircraft, particularly for aircraft newly registered in Australia where some once‑only AD compliance dates may have already passed. Practically, the Directive imports a set of airworthiness corrective/inspection requirements from the State of Design and makes them mandatory for affected Australian aircraft unless they have previously been done.\n\n**Implementation mechanics and cross‑references to watch for:**\n\n- The Directive does not itself describe the technical steps for each AD; it points operators to the Netherlands/EASA ADs for the required work or to later EASA‑approved revisions of those ADs (see Table 1 note and Requirement 2). Operators must therefore obtain and follow the referenced Netherlands/EASA AD documents.\n\n- Amendment 1 removes Netherlands AD 94‑146 from Table 1 because EASA AD No. 2011‑0158 supersedes it (Background). The Directive also includes a note telling operators where to access Netherlands/EASA ADs on the internet.\n\n**Costs, incentives and implementation considerations:**\n\n- Who pays: aircraft owners/operators pay the direct costs (inspection, parts, labour, possible replacements or repairs) and the indirect costs (downtime, scheduling maintenance slots).\n\n- Decision‑maker: CASA (through its delegated officer) issues the Directive and selects which State of Design ADs to list; the operator/maintainer decides applicability in each aircraft's specific configuration and then implements the required AD actions.\n\n- Compliance burden: operators must examine all listed ADs and make an applicability determination for each aircraft, which may require engineering review of configuration and maintenance records. For ADs that apply, work must be scheduled and completed within the specified period.\n\n- Trade‑offs and opportunity costs: complying with once‑only ADs consumes maintenance resources and aircraft availability; operators balance safety/compliance against operational disruption and cost.\n\n- Implementation risk: some ADs are \"once‑only\" with original compliance dates that have passed; determining applicability to modified or older aircraft can require technical assessment and may create ambiguity about whether an operator is already compliant. The Directive relies on operators to make those determinations and to follow the referenced State of Design/EASA documents.\n\n- Market effects: the instrument increases compliance requirements for owners/operators of this specific aircraft type but does not create ongoing recurring regulatory obligations beyond the listed actions. The work may require parts or specialised maintenance support, which can affect costs and service demand for certain suppliers.\n\n**Concrete references in the text:**\n\n- Requirement 1 & 2: determine applicability and perform actions of listed Netherlands ADs or later EASA‑approved revision.\n- Table 1: the list of Netherlands ADs (the Directive lists multiple AD numbers and titles covering a broad set of systems).\n- Compliance: timing tied to certificate of airworthiness status (before issue, or within 60 days if already issued).\n- Background and Amendment 1: explains reason for amendment (removal of Netherlands AD 94‑146 because EASA AD 2011‑0158 supersedes it).\n\n(Analyst note: the Directive is a transport mechanism — it imports and compels compliance with a set of foreign State of Design ADs for a specified aircraft type. Its practical effect is to convert those listed once‑only AD actions into mandatory obligations for affected Australian aeroplanes, while relying on operators and maintenance organisations to interpret applicability and carry out the technical work according to the referenced AD documents.)"},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is Amendment 1 to an existing directive. The amendment narrows the scope slightly by removing one directive (Netherlands AD 94-146) from the table, as it was superseded by EASA AD 2011-0158. The core purpose—ensuring Australian Fokker F100s comply with State of Design airworthiness requirements—remains unchanged."},"complexity_factors":["Simple two-step compliance structure (check applicability, then act)","No defined terms section — uses plain technical language","Single cross-reference to external Netherlands ADs with URL provided for access","Clear compliance dates with binary condition (new vs existing aircraft)","Tabular format makes the 31 referenced directives easy to scan","Amendment logic is straightforward (removal of one superseded directive)"],"plain_english_summary":"This CASA Airworthiness Directive requires Australian-registered Fokker F100 (F28 Mark 0100) operators to determine whether any of 31 Netherlands (State of Design) safety directives apply to their aircraft and, if so, to carry out the required corrective actions or approved later EASA versions. New aircraft must comply before issuance of their certificate of airworthiness; existing aircraft had 60 days from the directive’s effective date. It aligns Australian F100s with European safety standards; Amendment 1 removes one superseded Netherlands AD."},"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-f100-97-amdt-1-state-of-design-airworthiness-directives","history":"/api/acts/ad-f100-97-amdt-1-state-of-design-airworthiness-directives/history","analysis":"/api/acts/ad-f100-97-amdt-1-state-of-design-airworthiness-directives/analysis","conflicts":"/api/acts/ad-f100-97-amdt-1-state-of-design-airworthiness-directives/conflicts","importantCases":"/api/acts/ad-f100-97-amdt-1-state-of-design-airworthiness-directives/important-cases","documents":"/api/acts/ad-f100-97-amdt-1-state-of-design-airworthiness-directives/documents"}}