{"id":"F2006B04992","name":"AD/CESSNA 170/63 - Flight Control System","slug":"ad-cessna-170-63-flight-control-system","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":44889,"registerId":"commonwealth-F2006B04992-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/CESSNA 170/63 - Flight Control System","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 170/63 Flight Control System 10/98\n\nApplicability: Cessna model 172R aeroplanes, serial numbers 17280001 through 17280475 and serial number 17280506.\n\nRequirement: 1. For aircraft listed in Cessna Service Bulletin (SB) No. SB98-27-02, dated May 11, 1998: Inspect the aileron control cables in the centre console area for incorrect routing over the cable guard, fraying or damage in accordance with the Accomplishment Instructions in Cessna SB No. SB98-27-02, dated May 11, 1998\\. Correct any problems found during this inspection before further flight.\n\n    2. For aircraft listed in Cessna SB No. SB98-27-05, dated June 1, 1998, that were not factory equipped with an auto pilot: Inspect the right hand wing for an incorrectly routed aileron control cable in accordance with the Accomplishment Instructions in Cessna SB No. SB98-27-05, dated June 1, 1998. Correct any problems found during this inspection before further flight.\n\n    3. For aircraft serial numbers 17280001 through 17280349 only: Inspect for a loose or incorrectly installed centre lock clamp on the forward aileron control cable drum in accordance with the Accomplishment Instructions in Cessna SB No. SB98-27-03, dated June 1, 1998. Correct any problems found during this inspection before further flight.\n\n    4. For aircraft serial numbers 17280001 through 17280475 only: Inspect for loose or missing elevator trim actuator mounting screws, loose rudder circuit pulleys, missing rudder cable guard pins, incorrect elevator trim cable routing, aileron control cable clearance and flight control cable tension or rigging outside the design specification in accordance with the Accomplishment Instructions of Cessna SB No. SB98-27-06, dated June 15, 1998. Correct any problems found during this inspection before further flight.\n\nNote: FAA AD 98-13-41 refers.\n\nCompliance: Unless already accomplished, perform requirements 1 to 4 as applicable by aircraft serial number, before 25 hours time in service after 10 September 1998.\n\nCertifications in the aircraft log book of compliance with the requirements of the referenced Cessna SB’s, on or before 10 September 1998, satisfies the requirements of this directive and may be used to certify compliance with this directive.\n\nThis airworthiness directive becomes effective on 10 September 1998.\n\nBackground: This directive has been issued to require inspection of certain areas of the aircraft flight control system. The inspections are intended to detect and correct potential problems in the flight control system that may lead to loss of aileron or elevator control, which may result in the loss of directional control of the aircraft.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The directive remains tightly focused on inspections and corrective action for flight control cable routing, fittings and related components on a narrowly defined set of Cessna 172R serial numbers. It does not expand the instrument beyond that original safety objective (no new operational restrictions, no mandated equipment upgrades beyond what is found defective, and no broader model or serial-number sweep). The measures are consistent with the stated original purpose of detecting and correcting flight‑control cable problems."},"complexity_factors":["4 separate, numbered requirements (Requirements 1–4) with different applicability","References to 4 distinct Cessna Service Bulletins (SB98-27-02, SB98-27-05, SB98-27-03, SB98-27-06) dated May–June 1998","Applicability limited to specific serial-number ranges and one condition (not factory equipped with autopilot)","Single, short compliance window: before 25 hours time in service after a fixed effective date","Provision allowing prior logbook certification to satisfy the AD (exception to re-inspection)","Cross-reference to FAA AD 98-13-41 (external normative reference)","No layered remedial obligations (inspections plus \"correct before further flight\" rather than phased or staged fixes)"],"plain_english_summary":"**What this instrument does (mechanics)**\n\n- Requires owners/operators of certain Cessna 170/172/175-series aeroplanes (specific 172R serial number ranges listed) to have targeted inspections carried out and to correct any problems found before further flight.\n- There are four separate inspection requirements (numbered 1–4). Each refers to Cessna Service Bulletins (SB98-27-02, SB98-27-05, SB98-27-03 and SB98-27-06) for the step-by-step inspection and correction (the “Accomplishment Instructions”).\n- Some requirements apply only to aircraft with particular serial numbers; one applies only to aircraft that were not factory fitted with an autopilot.  Any defect found must be corrected before the aircraft is flown again.\n- Compliance must be completed (unless already done) within 25 hours time in service after 10 September 1998.  If the required SB work was already recorded in the aircraft logbook on or before 10 September 1998, that logbook entry satisfies the directive.\n\n**Who it affects**\n\n- Directly affects registered owners/operators and maintenance organisations responsible for the specified Cessna 172R aeroplanes (serial numbers 17280001–17280475 and 17280506, and narrower ranges for some items).  It also affects maintenance personnel who perform and certify the inspections/repairs.\n\n**Why it matters (official purpose and how the instrument pursues that purpose)**\n\n- The stated purpose is to detect and correct incorrect routing, fraying, loose fittings or other damage in the flight control cables and related fittings so as to avoid loss of aileron or elevator control and consequent loss of directional control.  The directive implements that purpose by mandating inspections and corrective action referenced to manufacturer service bulletins.\n\n**Costs, incentives and practical effects**\n\n- Who pays: owners/operators pay for the inspections and any corrective repairs, including parts and labour. Maintenance organisations will charge for the work under normal maintenance contracts or ad hoc arrangements.\n- Who decides and certifies: the Civil Aviation Safety Authority (CASA) issues the directive; maintenance personnel perform the inspections/repairs and make the logbook entries/certifications that demonstrate compliance.\n- Behaviour change required: affected operators must prioritise the inspections within the specified compliance window and ground an aircraft for any corrective work found. Maintenance providers must follow the referenced accomplishment instructions in the Cessna service bulletins.\n- Compliance burden: inspections are time-limited (25 hours’ flying time after the effective date) and may cause aircraft downtime. The likely direct costs are labour and any replacement parts or clamp/cable fittings; the directive does not mandate upgrades beyond correcting identified defects.\n- Implementation risks and trade-offs: the work relies on correct interpretation and application of the manufacturer’s service bulletin instructions. If inspections are not done thoroughly, defects could be missed; conversely, conservative repairs may increase cost and downtime. There is an administrative simplification: prior logbook certification of the SB work (on or before the effective date) can be used to show compliance, reducing duplication for operators who already complied.\n- Effects on private enterprise and markets: the directive creates demand for maintenance services and parts among the affected fleet; it does not impose ongoing operating restrictions or require new types of equipment beyond repairs called for by the SBs. Competition among independent maintenance providers can supply the required work; smaller operators bear the fixed cost of arranging inspections.\n\n**Other references and notes**\n\n- The directive cross-references the Federal Aviation Administration AD 98-13-41 and the specific Cessna service bulletins named in each requirement.  The inspections must be performed in accordance with those service bulletins’ Accomplishment Instructions."},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This Airworthiness Directive maintains its original narrow scope. It addresses a specific safety defect identified in particular Cessna 172R aircraft and mandates targeted inspections. There is no evidence of scope creep; the directive precisely matches its stated purpose of detecting flight control system defects that could cause loss of aircraft control."},"complexity_factors":["Multiple conditional requirements based on aircraft serial number ranges (four distinct applicability conditions)","Cross-references to four separate Cessna Service Bulletins with specific dates","Nested applicability: Requirement 2 has an additional condition (not factory equipped with auto pilot)","Specific technical terminology requiring aviation engineering knowledge (aileron, elevator trim, rudder circuit pulleys, etc.)","Compliance calculation requires tracking 'time in service' hours against a fixed date"],"plain_english_summary":"This Airworthiness Directive orders urgent inspections of flight‑control systems on certain Cessna 172R aeroplanes (specific serial numbers). It targets aileron, elevator‑trim and rudder cable routing, condition and rigging to detect damage, misrouting, loose/missing parts or incorrect tension that could cause loss of control. Owners, operators and maintenance engineers must rectify defects before flight. Inspections were required within 25 hours’ flying time after 10 September 1998."},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/ad-cessna-170-63-flight-control-system","history":"/api/acts/ad-cessna-170-63-flight-control-system/history","analysis":"/api/acts/ad-cessna-170-63-flight-control-system/analysis","conflicts":"/api/acts/ad-cessna-170-63-flight-control-system/conflicts","importantCases":"/api/acts/ad-cessna-170-63-flight-control-system/important-cases","documents":"/api/acts/ad-cessna-170-63-flight-control-system/documents"}}