{"id":"F2006B04271","name":"AD/BEECH 90/89 Amdt 1 - Pilot and Co-Pilot Chair Locking Mechanism","slug":"ad-beech-90-89-amdt-1-pilot-and-co-pilot-chair-locking-mechanism","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":44076,"registerId":"commonwealth-F2006B04271-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BEECH 90/89 Amdt 1 - Pilot and Co-Pilot Chair Locking Mechanism","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)  \nBeechcraft 90 and 65-90 (King Air) Series Aeroplanes\n\nAD/BEECH 90/89\n\nAmdt 1\n\n  \nPilot and Co-Pilot Chair Locking Mechanism 7/97\n\nApplicability: Models Serial Numbers\n\n65-90, 65-A90, B90, C90, C90A, E90\n\nand F90\n\n  \nLJ-1 through LJ-1307, LW-1 through LW-347, and LA-2 through LA-236.\n\nRequirement: a. Inspect the pilot and co-pilot chairs to assure that the locking pins will fully engage in the seat tracks, in accordance with the “Accomplishment Instructions” section of Beech Service Bulletin 2444 Revision II.\n\nb. Modify any chair where the locking pin fails to fully engage or is misaligned, in accordance with the maintenance manual as specified in Beech Service Bulletin 2444, Revision II.\n\nNote: FAA AD 97-06-06 Amdt 39-9963 refers.\n\nCompliance: Unless already accomplished, within 150 hours’ time in service after 19 June 1997.\n\nThis amendment becomes effective on 19 June 1997.\n\nBackground: The FAA received reports of pilot and co-pilot chair locking pin malfunctions, which in one instance caused the pilot chair to slide back from the full forward position.\n\nAmendment 1 is issued in response to a new FAA AD which requires the inspection to be accomplished in accordance with revised service information, as reflected in Revision II of the requirement document.\n\nThe original issue of this airworthiness directive became effective on 1 April 1993.","sortOrder":0}],"analysis":{"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":true,"description":"Amendment 1 updates the required accomplishment instructions to require compliance with Beech Service Bulletin 2444 Revision II (aligning the AD with revised FAA service information). It does not expand the listed aircraft models or serial ranges, but it supersedes prior procedural instructions and sets a specific 150‑hour compliance window measured from 19 June 1997."},"complexity_factors":["Relies on external technical guidance (Beech Service Bulletin 2444 Revision II) rather than full inspection/modification detail in the AD","Applies to multiple aircraft models and several serial number ranges","Two-tier requirement: inspect first, then modify any defective seats per maintenance manual","Compliance deadline measured in flight hours (150 hours after 19 June 1997) requiring operational scheduling","Safety‑critical nature increases urgency and oversight despite straightforward mechanical task","Reference to FAA AD 97-06-06 requires alignment with foreign regulator actions"],"plain_english_summary":"This airworthiness directive requires operators of specified Beechcraft 65‑90/90 King Air series aeroplanes to inspect pilot and co‑pilot seat locking pins and to modify any seats that do not fully engage, using the procedures in Beech Service Bulletin 2444 Revision II. It must be done within 150 hours time‑in‑service after 19 June 1997. The rule was issued after FAA reports of seat‑locking failures that allowed a pilot seat to slide back; owners/operators bear the cost and must ensure maintenance compliance."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This amendment maintains the original scope of the 1993 directive. It updates the technical reference (to Revision II of the service bulletin) but does not expand the aircraft covered, the safety issue addressed, or the nature of the required action. The amendment is purely procedural — incorporating updated manufacturer instructions."},"complexity_factors":["Very short document (under 300 words)","Only 2 operative requirements (inspect and modify)","Single cross-reference to FAA AD 97-06-06 and Beech Service Bulletin 2444 Revision II","Simple conditional: 'Unless already accomplished' for compliance timing","No defined terms section — all language is technical but plain","Narrow, specific applicability (specific aircraft models and serial numbers only)"],"plain_english_summary":"This safety order requires owners/operators of Beechcraft King Air 90‑series to inspect and, if necessary, repair or modify pilot and co‑pilot seats so the locking pins fully engage — prompted by reports of pins failing and an in‑flight seat slide.\n\nIt applies to the listed serial numbers; compliance was required within 150 flight hours of 19 June 1997. This amends the 1993 directive to reference Beech Service Bulletin 2444 Revision II."}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-90-89-amdt-1-pilot-and-co-pilot-chair-locking-mechanism","history":"/api/acts/ad-beech-90-89-amdt-1-pilot-and-co-pilot-chair-locking-mechanism/history","analysis":"/api/acts/ad-beech-90-89-amdt-1-pilot-and-co-pilot-chair-locking-mechanism/analysis","conflicts":"/api/acts/ad-beech-90-89-amdt-1-pilot-and-co-pilot-chair-locking-mechanism/conflicts","importantCases":"/api/acts/ad-beech-90-89-amdt-1-pilot-and-co-pilot-chair-locking-mechanism/important-cases","documents":"/api/acts/ad-beech-90-89-amdt-1-pilot-and-co-pilot-chair-locking-mechanism/documents"}}