{"id":"F2006B04774","name":"AD/BN-2/62 - Wing Spar Cap","slug":"ad-bn-2-62-wing-spar-cap","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":44550,"registerId":"commonwealth-F2006B04774-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BN-2/62 - Wing Spar Cap","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)  \nPilatus Britten-Norman BN-2 Series Aeroplanes\n\nAD/BN-2/62 Wing Spar Cap 3/98 DM\n\nApplicability: All BN2, BN2A, BN2B and BN2T Islanders.\n\nRequirement: 1. Inspect the top rear-spar cap, the web plates and the support brackets for cracks around the bolts, fasteners and rivets as described in the accomplishment instructions of Pilatus Britten Norman Service Bulletin BN2/SB.237. The inspection may be accomplished using either a flexible fiberscope or visually with the aid of a torch and mirror.\n\n    2. Repair aircraft that are found with vertical cracks of any length and/or horizontal cracks which are more than 6.35 mm (0.25 inch) in length.\n\nNote: UK CAA AD 009-10-97 refers.\n\nCompliance: 1. Unless already accomplished, inspect before 30 January 1998. Thereafter, inspect:\n\n    aircraft found with horizontal cracks only, which are less than 6.35 mm (0.25 inch), at intervals not to exceed 50 landings, or;\n\n    b. aircraft last inspected visually using a torch and mirror, with no cracks detected, at intervals not to exceed 500 landings or 250 hours time in service, whichever occurs first, or;\n\n    c. aircraft last inspected using a flexible fiberscope, with no cracks detected, at intervals not to exceed 500 hours time in service.\n\n2. Before further flight.\n\nThis airworthiness directive becomes effective on 7 January 1998.\n\nBackground: A number of aircraft have been found with cracks in the wing spar caps in the top main landing gear thrust block area, including aircraft on the Australian civil register. Left unchecked the cracks are likely to reduce the structural integrity of the wing below an acceptable level.","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":4,"scope_assessment":{"changed":false,"description":"Scope remains focused on BN2 series Islanders and on detecting/repairing spar‑cap cracks. The directive requires inspections and repairs as described; it does not broaden affected aircraft types or introduce additional airworthiness categories beyond the stated inspections and repair criteria."},"complexity_factors":["Multiple inspection intervals dependent on crack type and last inspection method (visual or fiberscope)","A precise crack length threshold (6.35 mm) determines mandatory repair","Different permissible inspection techniques with differing recurrence periods","Initial mandatory compliance date separate from effective date","Immediate grounding requirement for aircraft with qualifying cracks (repair before further flight)","Clear, limited applicability to defined aircraft models (BN2 variants)"],"plain_english_summary":"Requires operators of Pilatus Britten‑Norman BN‑2 Islanders (BN2, BN2A, BN2B, BN2T) to inspect the top rear‑spar cap, web plates and support brackets for cracks and to repair any vertical cracks or horizontal cracks longer than 6.35 mm. Inspections may be by flexible fiberscope or visually with torch and mirror.\n\nOperators pay for inspections and repairs, must inspect at specified intervals and ground aircraft until repaired, and comply with Civil Aviation Safety Authority enforcement. Inspection method affects inspection frequency and operational cost."},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted airworthiness directive addressing a specific structural defect in a specific aircraft type. It has not expanded beyond its original purpose of ensuring wing spar integrity."},"complexity_factors":["Multiple inspection methods with different compliance intervals (fiberscope vs visual)","Conditional logic based on crack type, orientation, and length (vertical vs horizontal, measured threshold of 6.35mm)","Nested compliance intervals (50 landings, 500 landings/250 hours, or 500 hours depending on findings and method)","Cross-reference to UK CAA AD 009-10-97 and manufacturer Service Bulletin BN2/SB.237","Specific applicability to four aircraft model variants (BN2, BN2A, BN2B, BN2T)"],"plain_english_summary":"This Airworthiness Directive mandates owners/operators of Pilatus Britten‑Norman Islander (BN2, BN2A, BN2B, BN2T) inspect the wing rear‑spar cap and nearby structure for cracks using a fiberscope or torch-and-mirror. Any vertical crack or horizontal crack >6.35 mm must be repaired before flight; smaller horizontal cracks may remain but require re‑inspection every 50 landings. Initial inspection was required by 30 Jan 1998, with recurring checks at specified intervals to prevent structural weakening and potential wing failure."}},"importantCases":[],"_links":{"self":"/api/acts/ad-bn-2-62-wing-spar-cap","history":"/api/acts/ad-bn-2-62-wing-spar-cap/history","analysis":"/api/acts/ad-bn-2-62-wing-spar-cap/analysis","conflicts":"/api/acts/ad-bn-2-62-wing-spar-cap/conflicts","importantCases":"/api/acts/ad-bn-2-62-wing-spar-cap/important-cases","documents":"/api/acts/ad-bn-2-62-wing-spar-cap/documents"}}