{"id":"F2006B03933","name":"AD/BEECH 400/6 - Escape Hatch Substructure Rivets","slug":"ad-beech-400-6-escape-hatch-substructure-rivets","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":43542,"registerId":"commonwealth-F2006B03933-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BEECH 400/6 - Escape Hatch Substructure Rivets","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)  Beechcraft 400 Series Aeroplanes\n\n \n\nAD/BEECH 400/6 Escape Hatch Substructure Rivets 4/94\n\nApplicability: Model 400A aircraft with serial numbers RK-1 through RK-57, RK-59, RK-60, and RK-62 through RK-66.\n\n \n\nModel 400T aircraft with serial numbers TT-02 through TT-30, and TT-32.\n\n \n\nRequirement: Action in accordance with Beechcraft Mandatory Service Bulletin 2509.\n\n \n\nNote: FAA AD 93-25-15 Amdt 39-8779 refers.\n\n \n\nCompliance: Within 200 hours’ time in service after 31 March 1994.\n\n \n\nBackground: The FAA received reports that, during production, incorrect rivets may have been installed in the escape hatch substructure.\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 manufacturing defect in specific aircraft. It has not expanded beyond its original purpose of ensuring escape hatch structural integrity in the identified Beechcraft models."},"complexity_factors":["Very short document (approximately 200 words)","Only 3 defined elements: applicability (aircraft models/serial numbers), requirement (reference to external bulletin), and compliance deadline","No nested conditional logic or exceptions","Single cross-reference to FAA AD 93-25-15 (informational only)","Straightforward command structure: 'do X by Y date'","No interpretation section or defined terms"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — essentially a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA) for specific aircraft.\n\n**What it does:**\nOrders owners and operators of certain Beechcraft 400 series aeroplanes to inspect and fix a manufacturing defect in the escape hatch (emergency exit) substructure. The problem is that wrong rivets may have been installed during production, which could compromise the structural integrity of the emergency exit.\n\n**Who it affects:**\n- Owners and operators of **Beechcraft Model 400A** aircraft with specific serial numbers (RK-1 through RK-57, RK-59, RK-60, and RK-62 through RK-66)\n- Owners and operators of **Beechcraft Model 400T** aircraft with specific serial numbers (TT-02 through TT-30, and TT-32)\n\n**What must be done:**\nFollow the instructions in **Beechcraft Mandatory Service Bulletin 2509** — a technical document from the manufacturer detailing the inspection and repair procedure.\n\n**When it must be done:**\nWithin **200 hours of flight time** after 31 March 1994.\n\n**Why it matters:**\nEmergency exits need to work properly in a crash. If the wrong rivets were used, the escape hatch might fail when needed most, potentially trapping occupants during an emergency evacuation."},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The AD sets a targeted corrective action for a defined group of serial-numbered aircraft and requires compliance with the manufacturer’s mandatory service bulletin within a specified time window. The instrument does not expand or narrow applicability beyond the listed serial numbers or add new obligations beyond the single mandatory action and compliance deadline shown in the text (Applicability; Requirement; Compliance)."},"complexity_factors":["Narrow, serial-number-specific applicability (Applicability)","Requirement delegates technical detail to an external document (Beechcraft Mandatory Service Bulletin 2509) rather than containing full instructions (Requirement)","Short, clearly stated compliance timeframe measured in flight hours (Compliance)","Cross-reference to FAA AD for related authority/context (Note)","Lack of quantified cost, parts or labour detail in the AD text increases dependence on external service bulletin for operational planning (Requirement)"],"plain_english_summary":"What this directive does (mechanically):\n\n- Requires that the escape hatch substructure on specified Beechcraft 400-series aeroplanes be acted on in accordance with Beechcraft Mandatory Service Bulletin 2509. (Requirement)\n- Sets a firm compliance deadline: the work must be completed within 200 hours’ time in service after 31 March 1994. (Compliance)\n\nWhich aircraft are affected:\n\n- Model 400A aircraft with serial numbers RK-1 through RK-57, RK-59, RK-60, and RK-62 through RK-66. (Applicability)\n- Model 400T aircraft with serial numbers TT-02 through TT-30, and TT-32. (Applicability)\n\nWhy the directive exists (as stated in the instrument):\n\n- The directive records that the FAA received reports that incorrect rivets may have been installed in the escape hatch substructure during production. The AD directs work to the manufacturer’s mandatory service bulletin to address that issue. (Background; Requirement; Note)\n\nHow it works in practice and the immediate effects on duty-holders:\n\n- The legal duty to arrange and complete the specified work sits with the persons responsible for the affected aircraft: operators and owners of the listed serial-numbered aeroplanes must ensure the service-bulletin actions are carried out. (Requirement; Applicability)\n- The directive does not include the technical steps in full; it requires compliance with the manufacturer’s mandatory service bulletin, so the precise inspection and repair actions are set out in that external document. (Requirement)\n- The AD fixes a short compliance window measured in flying hours after 31 March 1994, creating a scheduling constraint for operators. (Compliance)\n\nCosts, incentives and trade-offs (as can be read from the text):\n\n- Who pays: the instrument itself does not state who bears the monetary cost, but it places the compliance obligation on the operators/owners of the affected aircraft, which implies they (or their maintenance providers) will arrange and bear the time/effort to implement the service bulletin. (Applicability; Requirement)\n- Scope of work and vendor choice: the AD mandates following the manufacturer’s Mandatory Service Bulletin 2509 rather than prescribing step-by-step remedies in the AD text; that channels technical decision-making to the manufacturer’s procedure and to the maintenance organisation that carries out the work. (Requirement)\n- Compliance burden and operational impact: the AD imposes a required inspection/repair within a short flight-hour window, which will consume maintenance labour hours and aircraft downtime; the AD text does not quantify parts, labour or costs. (Compliance; Requirement)\n- Implementation risk and residual discretion: the AD relies on the accuracy and completeness of the referenced mandatory service bulletin; the AD itself does not grant discretionary alternatives or outline remediation options in the text. (Requirement)\n- Market effects: because the AD applies to a specific set of serial numbers, the direct costs and any operational disruption are concentrated on those owners/operators; it may increase demand for maintenance services that can perform the service-bulletin work, but the AD does not prescribe who must perform it. (Applicability; Requirement)\n\nCross-reference and regulatory context:\n\n- The AD notes and points to the related FAA airworthiness directive (FAA AD 93-25-15 Amdt 39-8779), indicating the action mirrors or follows an FAA finding and the manufacturer’s service instructions. (Note)\n\nWhat the instrument does not specify (important implementation gaps):\n\n- It does not list the technical steps, parts, or estimated costs—those are in the referenced Beechcraft Mandatory Service Bulletin 2509. (Requirement)\n- It does not state expressly who pays, how compliance is to be certified in regulatory records, or any enforcement penalties in the text provided. (Requirement; Compliance)\n\nPlain statement of who decides and who acts:\n\n- Decision on the technical method is delegated to the manufacturer’s mandatory service bulletin and to whichever licensed maintenance organisation performs it. (Requirement)\n- Action is required of the operators/owners of the affected serial-numbered aircraft within the stated 200-hour compliance window. (Applicability; Compliance)\n\nSource citations: Applicability; Requirement; Compliance; Background; Note."}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-400-6-escape-hatch-substructure-rivets","history":"/api/acts/ad-beech-400-6-escape-hatch-substructure-rivets/history","analysis":"/api/acts/ad-beech-400-6-escape-hatch-substructure-rivets/analysis","conflicts":"/api/acts/ad-beech-400-6-escape-hatch-substructure-rivets/conflicts","importantCases":"/api/acts/ad-beech-400-6-escape-hatch-substructure-rivets/important-cases","documents":"/api/acts/ad-beech-400-6-escape-hatch-substructure-rivets/documents"}}