{"id":"F2006B06812","name":"AD/SD3-30/11 - Flexible Brake Hoses/Main Landing Gear Beam - Inspection and Modification","slug":"ad-sd3-30-11-flexible-brake-hoses-main-landing-gear-beam-inspection-and-modification","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":114676,"registerId":"commonwealth-F2006B06812-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/SD3-30/11 - Flexible Brake Hoses/Main Landing Gear Beam - Inspection and 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)  Short SD3-30 Series Aeroplanes\n\n \n\n# AD/SD3-30/11 Flexible Brake Hoses/Main Landing Gear\n\nBeam - Inspection and Modification\n\nApplicability: All models SD3-30 with S/Nos. SH3002 to SH3063. Document:  Shorts SB No. SD3-32-92, Rev. 1.\n\n# 6/82\n\nCompliance: Unless already accomplished, within 300 hours time in service after 30 June 1982.\n\n \n\nBackground: Instances have occurred where the flexible brake hoses have been rubbing on the main landing gear beam causing wear in the internal bore.\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\n \n\n \n\n \n\n \n\n \n\n \n","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted safety directive addressing a specific mechanical defect in a limited fleet of aircraft. It has not expanded beyond its original purpose of mandating brake hose inspection and modification."},"complexity_factors":["Single, specific aircraft type and serial number range (SH3002-SH3063)","Only one compliance requirement (300 hours time in service after fixed date)","Single referenced technical document (Shorts SB No. SD3-32-92, Rev. 1)","No defined terms section","No conditional logic or exceptions","Very short document (approximately 150 words of substantive content)","Clear, unambiguous applicability and compliance sections"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — essentially a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA) for aircraft.\n\n**What it does:**\nIt requires owners and operators of specific **Short SD3-30 series aeroplanes** (a type of regional turboprop aircraft, also known as the Short 330) to inspect and modify the flexible brake hoses where they connect to the main landing gear.\n\n**Who it affects:**\n- Owners and operators of SD3-30 aircraft with serial numbers SH3002 through SH3063\n- Maintenance organisations servicing these aircraft\n\n**Why it matters:**\nThe brake hoses were found to be **rubbing against the main landing gear beam**, causing internal wear. This is a serious safety issue — worn brake hoses could fail, leading to loss of braking capability. The directive mandates a fix within **300 flight hours** after 30 June 1982 to prevent potential accidents.\n\n**What must be done:**\nOperators must follow the technical instructions in **Shorts Service Bulletin SD3-32-92, Revision 1** to inspect and modify the brake hose installation."},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The directive’s scope matches its stated intent: it targets the identified rubbing/wear issue on flexible brake hoses for a defined set of SD3-30 serial numbers and prescribes inspection/modification to a specific service bulletin within a fixed compliance window (Applicability; Background; Document; Compliance). There is no indication in the provided text that the scope was broadened or narrowed from that stated purpose."},"complexity_factors":["Narrow, specific applicability (only SD3-30 aircraft with serial numbers SH3002–SH3063). (Applicability)","Clear, short compliance window tied to flight hours and a calendar date: within 300 hours TIS after 30 June 1982. (Compliance)","Technical work is detailed in an external document (Shorts SB No. SD3-32-92, Rev. 1) rather than within the directive itself, requiring operators to obtain and follow the SB. (Document)","Safety-sensitive maintenance task (inspection and possible modification/repair) requires competent maintenance personnel and potentially aircraft downtime. (Document; Background)","Directive does not specify remediation steps in the AD text itself; follow-up actions depend on findings and the SB, introducing operational decision points and variable costs. (Document; Background)"],"plain_english_summary":"What this instrument requires, in plain terms:\n\n- It orders an inspection and any required modification of the flexible brake hoses and the main landing gear beam on a specific run of Shorts SD3-30 aeroplanes (serial numbers SH3002 to SH3063). The work must be done to the procedures in Shorts Service Bulletin SD3-32-92, Revision 1 (Document: Shorts SB No. SD3-32-92, Rev. 1) (Document; Applicability).\n- The inspection and modification must be completed within 300 flying hours after 30 June 1982 unless it has already been done (Compliance).\n\nWhy the rule exists (official reason):\n\n- The written background states there have been instances where flexible brake hoses rubbed against the main landing gear beam, causing wear in the internal bore of the hose (Background).\n\nHow it works mechanically:\n\n- The rule identifies which aircraft are covered (all SD3-30 with serial numbers SH3002–SH3063) and points operators to a specific service bulletin for the technical steps to inspect and modify the installation (Applicability; Document).\n- It sets a firm compliance window measured in time-in-service (300 hours after 30 June 1982) by which the inspection/modification must be completed unless already done (Compliance).\n\nWho pays and who decides:\n\n- The aircraft operators (owners or operators of the listed SD3-30 aircraft) bear the direct costs: obtaining the service bulletin, performing the inspection, carrying out any modifications or repairs, and the labour/downtime involved (Applicability; Document; Compliance).\n- The Civil Aviation Safety Authority issued the directive and prescribes that compliance be to the referenced service bulletin (header; Document).\n\nPractical effects, incentives and trade-offs:\n\n- Compliance imposes a short-term maintenance cost and possible aircraft downtime for the covered operators. Implementing the work will likely require qualified maintenance personnel or a contract with an approved maintenance organisation to follow the service bulletin (Document; Compliance).\n- The AD shifts the immediate decision and financial burden of managing the identified rubbing/wear risk from the regulator to individual operators of the covered serial-numbered aircraft (Applicability; Compliance).\n- The service bulletin is the operative technical prescription; operators must obtain it and follow its steps to be compliant. Where the inspection finds wear, additional repairs or part replacements will increase cost and downtime (Document; Background).\n\nCompliance risk and implementation notes:\n\n- The directive gives a finite compliance window tied to flight hours and a calendar date; operators must track time-in-service to ensure compliance within that window (Compliance).\n- Because the detailed tasks are in an external service bulletin rather than spelled out in the directive itself, operators need access to that document and competent maintenance execution to satisfy the AD (Document).\n\nMarket and competition effects (mechanical, not political):\n\n- The AD imposes concentrated costs on the relatively small group of operators who fly the listed serial numbers. That creates a predictable short-term demand for maintenance services, parts, and any modifications specified in the SB, which benefits maintenance providers able to perform that work (Applicability; Document).\n- The AD does not change ownership, prices of air transport generally, or broader market entry rules; its direct economic effect is limited to compliance costs and any related aircraft downtime for the covered fleet (Applicability; Compliance).\n\nWhere the source claims are explicit and where they are implicit:\n\n- The declaration that hose rubbing has occurred and caused wear is stated explicitly as the background reason for the directive (Background).\n- The directive’s mechanical effect (inspection/modification to the named SB within the stated time window) is explicit (Applicability; Document; Compliance)."}},"importantCases":[],"_links":{"self":"/api/acts/ad-sd3-30-11-flexible-brake-hoses-main-landing-gear-beam-inspection-and-modification","history":"/api/acts/ad-sd3-30-11-flexible-brake-hoses-main-landing-gear-beam-inspection-and-modification/history","analysis":"/api/acts/ad-sd3-30-11-flexible-brake-hoses-main-landing-gear-beam-inspection-and-modification/analysis","conflicts":"/api/acts/ad-sd3-30-11-flexible-brake-hoses-main-landing-gear-beam-inspection-and-modification/conflicts","importantCases":"/api/acts/ad-sd3-30-11-flexible-brake-hoses-main-landing-gear-beam-inspection-and-modification/important-cases","documents":"/api/acts/ad-sd3-30-11-flexible-brake-hoses-main-landing-gear-beam-inspection-and-modification/documents"}}