{"id":"F2006B04977","name":"AD/CESSNA 170/49 - Right Hand (Co-Pilots) Control Wheel Yoke Guide","slug":"ad-cessna-170-49-right-hand-co-pilots-control-wheel-yoke-guide","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":44867,"registerId":"commonwealth-F2006B04977-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/CESSNA 170/49 - Right Hand (Co-Pilots) Control Wheel Yoke Guide","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)  \nCessna 170, 172, F172, FR172 and 175 Series Aeroplanes\n\nAD/CESSNA 170/49 Right Hand (Co-Pilots) Control\n\nWheel Yoke Guide\n\n  \n11/83\n\nApplicability: All models 172 and R172 with S/Nos. 17266940 through 17275759; R1722000 through R1723454; F17201445 through F17202194; FR17200591 through FR17200675. All models 172 with S/Nos. 17275760 through 17275762, 17275764,\n\n17275765, 17275769, 17275770, 17275788, 17275792, 17275793, 17275796,\n\n17275798, 17275800 through 17275803, 17275806 and 17275818.\n\nRequirement: Action in accordance with Cessna S.I.L. SE82-38 and Cessna S.I.L. SE82-38 Rev 1.\n\nNote: FAA AD 83-10-03 refers.\n\nCompliance: Unless already accomplished, within 100 hours time in service after 30 November 1983.\n\nBackground: The possibility exists for the control wheel guide roller to become dislodged and restrict control if the R/H control wheel is rapidly forced against the down stop limit.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The instrument, as written, sets a specific, narrowly defined scope: particular Cessna models and serial numbers must follow the Cessna Service Information Letter within a defined time window. The text gives no indication that its scope was altered from an earlier version; therefore there is no evidence in the supplied text that the scope changed."},"complexity_factors":["Limited technical scope focused on a single mechanical component (control wheel guide roller). (Background)","Narrow applicability defined by specific models and serial-number ranges, requiring careful checking of aircraft records. (Applicability)","Compliance depends on following an external manufacturer document (Cessna S.I.L. SE82-38 and Rev 1), which places technical detail outside the AD text. (Requirement)","Fixed compliance window tied to flight hours and a calendar date, creating scheduling constraints. (Compliance)","Cross-reference to a related FAA AD increases the regulatory web implementers may need to consult. (Note)"],"plain_english_summary":"What this instrument does, in plain terms:\n\n- It requires owners/operators of certain Cessna 170/172/175-series aeroplanes to carry out a corrective action described by the manufacturer (Cessna) — specifically, to follow Cessna Service Information Letter SE82-38 (and its Revision 1). (Requirement)\n\n- The directive applies only to the listed model/serial-number ranges given in the Applicability section. (Applicability)\n\n- If the corrective action has not already been done, it must be completed within 100 hours time-in-service after 30 November 1983. (Compliance)\n\nWhy the rule exists (the stated safety concern):\n\n- The Background states that a roller in the right-hand (co‑pilot) control wheel guide can become dislodged and, if the co‑pilot’s wheel is quickly pushed against the down stop limit, that dislodged roller could restrict control. The AD instructs affected aircraft to be modified or inspected in line with the Cessna service instructions to eliminate that hazard. (Background)\n\nWho it affects, who decides, and who pays:\n\n- Who is covered: owners and operators of the specific Cessna models and serial numbers listed in the Applicability. (Applicability)\n\n- Who decides: the Civil Aviation Safety Authority issued the AD and the directive directs compliance with the Cessna Service Information Letter SE82-38 and SE82-38 Rev 1 (the manufacturer’s instructions). The AD also notes a related FAA AD. (Requirement; Note)\n\n- Who pays: the aircraft owner/operator will incur the cost of performing the required corrective action — this typically means parts, labour and aircraft downtime while the work is done. The AD does not specify funding or compensation. (Requirement; Compliance)\n\nMechanics of compliance and implementation risk:\n\n- The AD makes compliance mandatory for the listed aircraft unless the work has already been done. Compliance is achieved by following the manufacturer’s S.I.L. (Requirement).\n\n- Timing is explicit: the work must be completed within 100 hours time-in-service after 30 November 1983 unless already done. That creates a finite window for scheduling maintenance and potential short-term downtime. (Compliance)\n\n- Because the AD points to a manufacturer service instruction (and its revision), the precise scope of the physical work, parts required and skill/qualification needed are defined in that S.I.L., not in the AD itself. This delegates technical detail to the manufacturer’s document. (Requirement)\n\nTrade-offs, incentives and likely effects on market actors (source-grounded):\n\n- The directive imposes a compliance cost on aircraft owners/operators (time, parts, labour). (Compliance; Requirement)\n\n- Maintenance organisations and technicians will be asked to perform the work, creating concentrated business for them while the costs are spread across the (smaller) group of affected aircraft. (Applicability; Requirement)\n\n- The AD references the FAA AD and relies on the manufacturer’s S.I.L.; that structure concentrates regulatory prescription at two levels (regulator mandating action, manufacturer describing technical steps). This reduces regulatory ambiguity about what must be done, but delegates technical discretion and detail to the manufacturer’s document. (Requirement; Note)\n\n- If not corrected, the stated safety risk is a possible restriction of control caused by a dislodged guide roller when the right-hand control wheel is forced against the down stop. The AD addresses that specific mechanical failure mode. (Background)\n\nImplementation risks and compliance burdens to note:\n\n- The AD sets a mandatory compliance window, which creates scheduling pressure for owners/operators and maintenance providers. (Compliance)\n\n- Because the AD requires following the Cessna S.I.L., any change or interpretation of the S.I.L. could affect what must be done; the AD itself does not list the technical steps, so implementers must obtain and rely on the S.I.L. (Requirement)\n\nReference points from the instrument: Applicability; Requirement; Compliance; Background; Note."},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted airworthiness directive addressing a specific mechanical defect in specific aircraft. It has not expanded beyond its original safety purpose."},"complexity_factors":["Short, single-purpose directive with one specific mechanical issue","Limited applicability: only specific serial number ranges affected","Single compliance action referencing external technical documents (Cessna S.I.L.s)","No nested exceptions or conditional logic","Simple time-based compliance deadline (100 hours time in service)","Cross-reference to one FAA AD for additional context"],"plain_english_summary":"This is an **Airworthiness Directive** (a mandatory safety order) issued by Australia's Civil Aviation Safety Authority for specific Cessna aircraft models.\n\n**What it does:**\n- Requires owners/operators of certain Cessna 170, 172, F172, FR172 and 175 series aeroplanes to inspect and fix a problem with the **right-hand (co-pilot's) control wheel yoke guide**\n- The issue: the guide roller can become dislodged if the right control wheel is forced hard against its down stop limit, potentially restricting flight controls\n\n**Who it affects:**\n- Owners and operators of specific Cessna aircraft with particular serial numbers (listed in the Applicability section)\n- This covers various 172 models and variants built in specific production runs\n\n**What must be done:**\n- Follow the procedures in **Cessna Service Information Letters SE82-38 and SE82-38 Rev 1** (technical instructions from the manufacturer)\n- Complete the work within **100 hours of flight time** after 30 November 1983, unless already done\n\n**Why it matters:**\n- Flight control restriction is a serious safety hazard that could impair the pilot's ability to control the aircraft\n- This directive prevents potential accidents caused by a mechanical failure in the co-pilot's control system"}},"importantCases":[],"_links":{"self":"/api/acts/ad-cessna-170-49-right-hand-co-pilots-control-wheel-yoke-guide","history":"/api/acts/ad-cessna-170-49-right-hand-co-pilots-control-wheel-yoke-guide/history","analysis":"/api/acts/ad-cessna-170-49-right-hand-co-pilots-control-wheel-yoke-guide/analysis","conflicts":"/api/acts/ad-cessna-170-49-right-hand-co-pilots-control-wheel-yoke-guide/conflicts","importantCases":"/api/acts/ad-cessna-170-49-right-hand-co-pilots-control-wheel-yoke-guide/important-cases","documents":"/api/acts/ad-cessna-170-49-right-hand-co-pilots-control-wheel-yoke-guide/documents"}}