{"id":"F2006B06645","name":"AD/ROCK-114/12 Amdt 2 - Wing Forward Spar","slug":"ad-rock-114-12-amdt-2-wing-forward-spar","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":48560,"registerId":"commonwealth-F2006B06645-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/ROCK-114/12 Amdt 2 - Wing Forward Spar","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \nGulfstream (Rockwell) 114 Series Aeroplanes\n\nAD/ROCK-114/12\n\nAmdt 2\n\n  \nWing Forward Spar 6/95\n\nApplicability: All models 114 and 114A with Serial Numbers 14000 to 14540 not modified on both left and right hand side in accordance with Gulfstream Aerospace Service Bulletin (SB) 114-22C, Part II, Part III, Part IV or Part V.\n\nRequirement: 1. Visually inspect, using a mirror or borescope, the upper cap of the forward wing spar in the area of the main landing gear side brace fitting in accordance with the instructions specified in Part I of Gulfstream Aerospace Service Bulletin 114- 22C.\n\n    2.a. For aircraft not previously modified in accordance with either Part II or Part V of Gulfstream Aerospace SB 114-22, \\-22A or \\-22B, modify in accordance with Part II of Gulfstream Aerospace Service Bulletin 114-22C, or\n\n    2.b. For aircraft previously modified in accordance with either Part II or Part V of Gulfstream Aerospace Service Bulletin 114-22, -22A or -22B, modify in accordance with Part III of Gulfstream Aerospace Service Bulletin 114-22C.\n\nNote: FAA AD 90-04-07 refers and supersedes FAA AD 87-14-03.\n\nCompliance: 1. Initially inspect in accordance with Requirement 1 within 25 hours time in service from 25 May 1995. Re-inspect at intervals not to exceed 100 hours time in service.\n\n2. Modify in accordance with Requirement 2 within 300 hours time in service from 25 May 1995.\n\nAircraft modified in accordance with Gulfstream Aerospace Service Bulletin 114-22, 114-22A or 114-22B or Drawing 40002 RWK #1, #2, #4G, #4H or 42000 RWK #3\n\nare only in partial compliance with this AD and require further inspection and modification.\n\nBackground: There have been several Australian reports of cracking similar to that described in the Gulfstream SB. The FAA have determined that the earlier modifications are inadequate as a permanent solution to the problem. This Amendment introduces the latest Revision of the SB, which requires a more extensive modification.","sortOrder":0}],"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 amendment tightens and updates the technical requirements (it introduces the latest revision of Gulfstream Service Bulletin 114-22C and requires a more extensive modification than earlier ADs), but it remains within the original safety purpose: to detect and fix cracking in the forward wing spar. The AD does not broaden the subject matter beyond that original intent (it increases the required extent of modification and clarifies applicability for aircraft with earlier modifications)."},"complexity_factors":["Short, focused document (one-page AD) with limited clauses","3 main operative elements: Applicability, Requirements (inspection and modification), Compliance timing","Conditional branch depending on prior modification status (2.a vs 2.b)","Cross-references to multiple external documents (Gulfstream SB 114-22C and earlier SBs, FAA ADs)","One note on partial compliance for aircraft modified under older SBs or specific drawings","Several discrete time limits (25 hours initial inspection, 100-hour re-inspect intervals, 300-hour modification deadline)"],"plain_english_summary":"**What this airworthiness directive (AD) does, in plain English**\n\n- **What it requires:** Owners/operators of certain Gulfstream (Rockwell) 114 and 114A aeroplanes must inspect and modify the forward wing spar. The directive requires:\n  - An initial visual inspection (using a mirror or borescope) of the upper cap of the forward wing spar where the main landing gear side brace fits (this is set out in Requirement 1).\n  - Repeated inspections at regular intervals if no permanent modification has yet been done (see Compliance).\n  - A modification (a physical repair/strengthening) of the forward wing spar according to one of the parts of Gulfstream Service Bulletin 114-22C, with the exact part depending on whether the aeroplane already has an earlier modification (Requirement 2 and subclauses 2.a / 2.b).\n\n- **Which aircraft are affected:** All Gulfstream (Rockwell) 114 and 114A aeroplanes with serial numbers 14000 to 14540, unless both left and right sides have already been modified in accordance with Gulfstream Service Bulletin (SB) 114-22C, Part II, III, IV or V.\n\n- **When the inspections and modification must happen:**\n  - Initial inspection: within 25 hours time-in-service from 25 May 1995.\n  - Repeat inspections: at intervals not exceeding 100 hours time-in-service until the permanent modification is done.\n  - The required modification (per Part II or Part III of SB 114-22C depending on prior work): within 300 hours time-in-service from 25 May 1995.\n\n- **Special cases:** Aircraft that were modified earlier under older SB revisions (114-22, 114-22A or 114-22B) or certain drawings are only partially compliant and must receive further inspection and modification to meet the requirements of this AD.\n\n- **Why the AD exists (official rationale):** Authorities received reports of cracking in the same area of the forward wing spar described in the manufacturer’s service bulletin. The FAA determined earlier modifications were not an adequate permanent fix, so this AD adopts the latest Gulfstream SB revision requiring a more extensive modification.\n\nAnalysis of mechanics, costs and incentives\n\n- **What changes mechanically:** The AD prescribes a two-step process: (1) recurring inspections (mirror/borescope) until (2) a mandated engineering modification is installed. That modification is specified by the manufacturer’s Service Bulletin (SB 114-22C), and the particular part of the SB to use depends on whether previous modifications were fitted (see Requirement 2 and its subclauses).\n\n- **Who pays and who decides:** Aircraft owners/operators pay for inspection labour, borescope/mirror equipment use, maintenance shop time and parts required by the SB. The Civil Aviation Safety Authority enforces the AD; compliance is mandatory for affected aircraft.\n\n- **Incentives and likely operator choices:** Operators face a trade-off between continuing short-interval inspections (labour and operational cost, recurring downtime) and performing the one-time more extensive modification (higher immediate cost and longer downtime but removes the need for frequent inspections). Because the AD sets a firm deadline (300 hours time-in-service) for the modification, owners have a compliance incentive to arrange the modification within that window.\n\n- **Implementation considerations and risks:** The AD depends on access to the appropriate Gulfstream service instructions, availability of approved parts and qualified maintenance personnel, and scheduling aircraft out of service. Older modifications are explicitly declared only partially compliant, so operators that previously complied with earlier SBs cannot assume they are finished; they will need additional work (this increases cumulative maintenance cost and complexity for some owners).\n\n- **Trade-offs and burdens:** The directive increases safety monitoring and requires a structural modification. The direct costs are maintenance labour, parts and aircraft downtime. The benefit claimed by authorities is reduced risk of spar cracking and associated safety risk; that is the stated objective, not an assessed monetary benefit in the AD itself.\n\n- **Cross-references and enforcement:** The AD cross-references Gulfstream SB 114-22C (and older SBs), and notes related FAA ADs. Compliance is procedural and prescriptive: perform the inspections and modifications specified and meet the stated time limits.\n\nKey text pointers in the AD you may want to check if you act on this:\n- \"Applicability\" (which serial numbers and modification status are covered). \n- \"Requirement 1\" (inspection method and area). \n- \"Requirement 2\" and subclauses 2.a / 2.b (which SB Part to use depending on prior modifications). \n- \"Compliance\" (time windows for inspection and modification).\n\nThis AD changes the immediate maintenance obligations of affected operators by mandating inspections and a specified modification to address reported cracking in the forward wing spar (see Background and Requirements)."},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":false,"description":"This is Amendment 2 to an existing Airworthiness Directive. The document explicitly states this amendment introduces the latest revision of the service bulletin requiring 'more extensive modification' than earlier versions. However, this represents an update to the technical requirements within the original safety purpose (addressing wing spar cracking), not a fundamental expansion beyond the original scope of ensuring airworthiness of this aircraft type's wing structure."},"complexity_factors":["Multiple cross-references to external technical documents (Gulfstream Service Bulletin 114-22C and its various Parts I-V, plus earlier versions -22, -22A, -22B)","Conditional logic based on aircraft modification history (different requirements for previously modified vs unmodified aircraft)","Specific serial number range applicability with exclusion criteria","Reference to FAA ADs (American regulations) that 'refer' and 'supersede' each other","Technical aviation terminology requiring specialized knowledge (borescope, forward spar, side brace fitting, time in service)","Nested compliance pathways (Requirement 2 splits into 2.a and 2.b based on prior modification status)"],"plain_english_summary":"This AD mandates immediate visual inspections and required structural modifications to the forward wing spar near the main landing gear on Gulfstream/Rockwell 114 and 114A aircraft (S/N 14000–14540) to detect and fix cracking that could cause structural failure. It excludes aircraft already modified per SB 114-22C (Parts II–V).\n\nInspections must start within 25 flight hours, repeat every 100 flight hours until modification, and full modifications completed within 300 flight hours from May 1995; earlier repairs are deemed inadequate."}},"importantCases":[],"_links":{"self":"/api/acts/ad-rock-114-12-amdt-2-wing-forward-spar","history":"/api/acts/ad-rock-114-12-amdt-2-wing-forward-spar/history","analysis":"/api/acts/ad-rock-114-12-amdt-2-wing-forward-spar/analysis","conflicts":"/api/acts/ad-rock-114-12-amdt-2-wing-forward-spar/conflicts","importantCases":"/api/acts/ad-rock-114-12-amdt-2-wing-forward-spar/important-cases","documents":"/api/acts/ad-rock-114-12-amdt-2-wing-forward-spar/documents"}}