{"id":"F2006B02067","name":"AD/AA-5/9 - Rudder Control Bars - Inspection","slug":"ad-aa-5-9-rudder-control-bars-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":41297,"registerId":"commonwealth-F2006B02067-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/AA-5/9 - Rudder Control Bars - Inspection","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 (Grumman American/ American Aviation) AA-5 Series Aeroplanes\n\nAD/AA-5/9 Rudder Control Bars \\- Inspection 10/85\n\nApplicability: All models.\n\nRequirement: To confirm that rudder control bars Part No. 601031-501 are correctly welded inspect visually as follows:\n\n    View both rudder control bars located inside the lower forward fuselage.\n\n    2. Inspect weld joints at junction of rudder cable attach arm and rudder control bar. Each joint must have a weld bead at four locations, i.e. fore and aft bottom and fore and aft top.\n\n    3. Inspect weld joints at junction of rudder pedal tees and rudder control bar. Each joint must have a weld bead at four locations, i.e. fore and aft bottom and fore and aft top.\n\n    4. If inspection reveals missing welds, replacement or repairs to an approved scheme must be incorporated before further flight.\n\nCompliance: Before further flight.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a targeted safety directive addressing a specific manufacturing defect in a particular aircraft part. It has not expanded beyond its original narrow scope of ensuring weld integrity on rudder control bars for the AA-5 series."},"complexity_factors":["Very short document (under 200 words)","Only one defined term (Part No. 601031-501)","No cross-references to other legislation or regulations","Simple conditional logic: if welds missing → repair before flight","Single, specific mechanical task with clear visual criteria","No exceptions, exemptions, or nested conditions"],"plain_english_summary":"This is an **Airworthiness Directive** (a mandatory safety order) issued by Australia's Civil Aviation Safety Authority for owners and operators of **Gulfstream AA-5 series aeroplanes** (light aircraft).\n\n**What it does:**\nIt requires a **visual inspection of the rudder control bars** — the metal bars inside the lower front of the fuselage that connect the pilot's foot pedals to the rudder (the movable part of the tail that steers the plane left and right).\n\n**Specifically, mechanics must check:**\n- Both rudder control bars (Part No. 601031-501)\n- The **weld joints** where the rudder cable arms attach to the bars\n- The **weld joints** where the pedal \"tees\" (the parts the pilot pushes) attach to the bars\n- Each of these joints must have **four weld beads** (fore and aft, top and bottom)\n\n**Why it matters:**\nMissing welds could cause the rudder controls to fail in flight, leading to loss of directional control. If any welds are missing, the aircraft **cannot fly** until repairs are made to an approved standard.\n\n**Who must comply:**\nAnyone operating these aircraft — compliance is **immediate** (before further flight)."},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The document sets out a single, focused inspection and repair requirement for rudder control bars Part No. 601031-501 and applies to all AA-5 models. The text contains no indication that the directive changes or expands a prior scope; it plainly prescribes inspection steps and a remedial requirement to be completed before further flight (Applicability; Requirement steps 1–4; Compliance)."},"complexity_factors":["Narrow technical focus on a single part number (Part No. 601031-501) and specific weld locations (Requirement steps 1–3).","Simple inspection method: visual inspection only (Requirement steps 1–3).","Immediate compliance timing: requirement that defects be fixed \"before further flight\" increases operational urgency (Requirement step 4; Compliance).","Requirement for repairs to be to an \"approved scheme\" introduces an external approval dependency and some administrative/coordination complexity (Requirement step 4).","Applicability to \"All models\" of the AA-5 series broadens the population affected but does not materially increase procedural complexity (Applicability)."],"plain_english_summary":"What this directive requires (mechanical effect)\n\n- The directive requires a visual inspection of specific rudder control bars (Part No. 601031-501) installed in Gulfstream (Grumman American/American Aviation) AA-5 series aeroplanes. The inspector must: view both rudder control bars located inside the lower forward fuselage; check the weld joints where the rudder cable attach arm meets the rudder control bar and where the rudder pedal tees meet the rudder control bar; and confirm that each listed joint has a weld bead in four locations (fore and aft, top and bottom). If any welds are missing, the rudder control bars must be replaced or repaired in accordance with an approved repair scheme before the aircraft may fly again (Requirement steps 1–4; Compliance).\n\nOfficial purpose-claim\n\n- The stated purpose in the directive is to confirm that rudder control bars Part No. 601031-501 are correctly welded (Requirement).\n\nHow that purpose maps to costs, incentives and operational effects\n\n- Who pays: Aircraft owners and operators must fund the inspection and, if defects are found, any replacement parts or repairs. The directive requires actions be taken before further flight, which creates a potential immediate cost (Requirement step 4; Compliance).\n\n- Who decides and where discretion sits: The operator must perform the visual inspection (Requirement steps 1–3). If repairs are required, those repairs must be to an \"approved scheme\" (Requirement step 4). The text does not specify the approving authority or the approval process; the need for an approved repair scheme therefore creates a decision point requiring compliance with an external approval process (Requirement step 4).\n\n- Behavioural effects on operators and maintenance activity: Operators must schedule and carry out the visual checks on the specified parts inside the lower forward fuselage (Requirement step 1). If missing welds are found, the aircraft cannot fly until replacement or approved repairs are completed (Requirement step 4; Compliance). That produces immediate operational effects: potential aircraft downtime, maintenance planning changes, and parts/repair procurement.\n\n- Compliance burden and implementation risk: The mandated inspection is visual and narrowly focused on specific weld locations (Requirement steps 2–3), which limits technical complexity of the inspection itself. However, discovering missing welds triggers mandatory replacement or repair under an approved scheme (Requirement step 4), which may require sourcing parts, performing structural repairs, and obtaining or following approval documentation. The directive’s requirement that action be taken \"before further flight\" concentrates the timing risk: defects require rectification prior to resumption of operations (Compliance).\n\n- Trade-offs and opportunity costs: The measure trades immediate operational availability (time in service) for assurance that a specific structural attachment is present and continuous (Requirement). Owners bear the direct cost and scheduling impact of inspection and any repairs. The directive narrows choices about interim measures: it does not authorise conditional flight with limitations; it requires repair or replacement before any further flight (Requirement step 4; Compliance).\n\n- Concentrated benefits and diffuse costs: The direct benefit—verification and repair of welds on the identified part—accrues to each aircraft and its occupants. The costs (inspection time, parts, repair labour, and potential grounding) fall on the aircraft owner/operator and maintenance provider responsible for compliance (Requirement steps 1–4; Compliance).\n\nKey text citations\n\n- Visual inspection requirement: \"View both rudder control bars located inside the lower forward fuselage.\" (Requirement step 1).\n- Detailed weld checks: \"Inspect weld joints... Each joint must have a weld bead at four locations, i.e. fore and aft bottom and fore and aft top.\" (Requirement steps 2–3).\n- Remedial measure and timing: \"If inspection reveals missing welds, replacement or repairs to an approved scheme must be incorporated before further flight.\" (Requirement step 4; Compliance)."}},"importantCases":[],"_links":{"self":"/api/acts/ad-aa-5-9-rudder-control-bars-inspection","history":"/api/acts/ad-aa-5-9-rudder-control-bars-inspection/history","analysis":"/api/acts/ad-aa-5-9-rudder-control-bars-inspection/analysis","conflicts":"/api/acts/ad-aa-5-9-rudder-control-bars-inspection/conflicts","importantCases":"/api/acts/ad-aa-5-9-rudder-control-bars-inspection/important-cases","documents":"/api/acts/ad-aa-5-9-rudder-control-bars-inspection/documents"}}