{"id":"F2006B07011","name":"AD/SF340/80 - Repainted Aircraft","slug":"ad-sf340-80-repainted-aircraft","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":48656,"registerId":"commonwealth-F2006B07011-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"AIRWORTHINESS DIRECTIVE","sectionType":"part","heading":"AIRWORTHINESS DIRECTIVE","content":"# AIRWORTHINESS DIRECTIVE\n\n![](image.001.png)\n\n![](image.001.png)  \nFor the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.\n\nSAAB SF340 Series Aeroplanes","sortOrder":0},{"sectionNumber":"AD/SF340/80 Repainted Aircraft 7/2001","sectionType":"part","heading":"AD/SF340/80 Repainted Aircraft 7/2001","content":"# AD/SF340/80 Repainted Aircraft 7/2001\n\nApplicability: Model SF340A, serial numbers 004 through 159.\n\nModel 340B, serial numbers 160 through 459.\n\nRequirement: Inspect repainted aircraft for removed protective coating (anodising and primer) and pitting corrosion in accordance with Saab Aircraft AB Service Bulletin 340-51-020 original issue, or Service Bulletin 340-51-020 Revision 1.\n\nNote: LFV AD 1-161 R2 refers.\n\nCompliance: Within 2,000 flight hours or 12 months after 12 July 2001, whichever occurs first.\n\nThis Airworthiness Directive becomes effective on 12 July 2001.\n\nBackground: During paint removal prior to repainting, the basic corrosion protection anodising and primer may have been removed by sanding down to bare metal on aluminium skin panels. The Structural Repair Manual prohibits sanding to bare metal.\n\n![Signature of David Alan Villiers Delegate of the Civil Aviation Safety Authority](image.002.png)  \n\nDavid Alan Villiers\n\nDelegate of the Civil Aviation Safety Authority 1 June 2001\n\n![](image.001.png)","sortOrder":1}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope. It addresses a specific maintenance error (sanding to bare metal during repainting) affecting a defined aircraft type, exactly as intended when issued. There is no evidence of scope creep or expansion beyond the original safety purpose."},"complexity_factors":["Very short document (approximately 250 words)","Only 3 defined applicability criteria (two aircraft models with specific serial number ranges)","Single requirement with clear reference to external technical standard (Saab Service Bulletin)","Simple compliance deadline (whichever occurs first of two clear triggers)","No nested exceptions, conditional logic, or cross-references to other legislation beyond a single note referencing a Swedish aviation directive","Straightforward background explanation with no technical sub-paragraphs"],"plain_english_summary":"This AD from CASA mandates inspections of certain Saab SF340A (s/n 004–159) and 340B (s/n 160–459) aircraft after repainting where anodising/primer may have been removed, risking pitting corrosion of the aluminium skin.  \n\nOwners/operators must follow the Saab Service Bulletin inspection procedures within 2,000 flight hours or 12 months after 12 July 2001 to detect and address corrosion that could weaken the fuselage."},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The directive stays within the original safety purpose: to identify and correct potential corrosion caused by repainting processes. It does not expand regulatory scope beyond inspecting and, if necessary, repairing the specified serial-numbered aircraft; it uses a manufacturer service bulletin for technical detail rather than adding broader maintenance or operational requirements."},"complexity_factors":["Short, single-purpose directive (one required action: inspection)","Limited applicability defined by two discrete serial-number ranges","Single external reference: Saab Service Bulletin 340-51-020 (original or Revision 1)","One fixed compliance window (2,000 flight hours or 12 months)","Minor cross-reference to LFV AD 1-161 R2 (informational)"],"plain_english_summary":"**What this instrument does (mechanically):**\n\n- It is an Airworthiness Directive (a mandatory safety order for aircraft) that requires operators to inspect certain Saab SF340 aeroplanes that have been repainted.  (An Airworthiness Directive is a legally enforceable instruction issued by the regulator to correct an unsafe condition.)\n\n- Applicability (who it applies to): Model SF340A serial numbers 004–159 and Model 340B serial numbers 160–459. (These serial-number limits define the exact fleet covered.)\n\n- Required action: Inspect repainted aircraft for removal of the protective coatings (anodising and primer) and for pitting corrosion. The inspections must be done in accordance with Saab Aircraft AB Service Bulletin 340-51-020 (original issue) or Revision 1. (Anodising is a corrosion-protection surface treatment for aluminium; the Structural Repair Manual prohibits sanding down to bare metal.)\n\n- Timing: The inspection must be completed within 2,000 flight hours or 12 months after 12 July 2001, whichever comes first. The directive became effective on 12 July 2001.\n\n**Who is affected and who pays:**\n\n- Aircraft owners/operators of the specified Saab SF340 serial numbers are legally required to arrange the inspections and, if corrosion or removed protection is found, to carry out repairs. Those parties therefore bear the cost of inspections, any repairs, parts and associated downtime.\n\n- Maintenance organisations and certifying engineers perform the inspections and repairs according to the referenced service bulletin.\n\n**Why it matters (safety and operational trade-offs):**\n\n- The regulator’s stated reason is that repainting work that included sanding may have removed the anodising and primer, exposing bare aluminium and causing pitting corrosion. Corrosion in skin panels can affect structural integrity if left unaddressed.\n\n- The directive enforces inspection to detect and correct that condition. Detecting and repairing corrosion reduces the risk to structural safety but creates direct costs: labour, parts, and aircraft out-of-service time.\n\n**Implementation mechanics, incentives and likely behavioural effects:**\n\n- The AD does not itself prescribe repair detail; it mandates inspection in accordance with Saab Service Bulletin 340-51-020 (the Service Bulletin contains the inspection steps and repair guidance). This channels technical compliance through the manufacturer’s procedures (see Requirement section).\n\n- Operators that have repainted aircraft will have an immediate compliance cost (inspection labour and possible repairs). Operators may also change repainting practices (for example, prohibit sanding to bare metal) or require paint shops to follow specific surface-preparation methods to avoid future non-compliance.\n\n- Responsibility and discretion: CASA (through its delegate) issued the directive under the Civil Aviation Regulations power to correct unsafe conditions; the Service Bulletin (a non-regulatory technical document) is adopted by reference and guides how the inspections are done.\n\n**Costs, risks and administrative points to note:**\n\n- Concentrated costs fall on the fleet owners/operators covered by the serial ranges; the safety benefit is collective and specific to those aircraft.\n\n- Implementation risk arises from variability in inspection quality, record-keeping, and interpretation of the Service Bulletin. If sand-through to bare metal is not uniformly recorded at repainting, inspections may find varying levels of corrosion requiring inconsistent repairs.\n\n- Opportunity cost for operators includes aircraft downtime and maintenance resource allocation; for smaller operators this may be proportionally larger.\n\n**Source claim and testing it against trade-offs:**\n\n- The directive’s background claim is that sanding during repainting \"may have\" removed anodising and primer. The AD responds by requiring inspections (a targeted, time-limited corrective action). The trade-off is clear: prompt inspection and corrective work reduce structural risk but impose near-term costs and operational disruption on the specified owners/operators. The AD directs behaviour (inspect and repair per the Service Bulletin) rather than prescribing alternative industry-wide repainting standards, so its direct regulatory burden is limited to the covered serial-numbered fleet.\n\n(References: Applicability, Requirement, Compliance and Background sections of the Directive.)"},"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"}},"importantCases":[],"_links":{"self":"/api/acts/ad-sf340-80-repainted-aircraft","history":"/api/acts/ad-sf340-80-repainted-aircraft/history","analysis":"/api/acts/ad-sf340-80-repainted-aircraft/analysis","conflicts":"/api/acts/ad-sf340-80-repainted-aircraft/conflicts","importantCases":"/api/acts/ad-sf340-80-repainted-aircraft/important-cases","documents":"/api/acts/ad-sf340-80-repainted-aircraft/documents"}}