{"id":"F2006B04997","name":"AD/CESSNA 170/68 - Fuel Strainer","slug":"ad-cessna-170-68-fuel-strainer","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":44905,"registerId":"commonwealth-F2006B04997-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"AIRWORTHINESS DIRECTIVE","sectionType":"part","heading":"AIRWORTHINESS DIRECTIVE","content":"# AIRWORTHINESS DIRECTIVE\n\n![](image.002.png)\n\n![](image.002.png)  \nFor the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.","sortOrder":0},{"sectionNumber":"AD/CESSNA 170/68 Fuel Strainer 7/2000","sectionType":"part","heading":"AD/CESSNA 170/68 Fuel Strainer 7/2000","content":"# AD/CESSNA 170/68 Fuel Strainer 7/2000\n\nApplicability: Models 172F, 172G, 172H, 172I, 172K, 172L, 172M, 172N, 172P, 172Q, R172E (T41), R172F (T41), R172G (T41), R172H (T41), R172J, R172K, 172RG, F172F, F172G, F172H, F172K, F172L, F172M, F172N, F172P, FR172E, FR172F, FR172G,\n\nFR172H, FR172J and FR172K series aircraft.\n\nRequirement: 1. Inspect aircraft fuel strainer assembly. If P/N 0756005-2 top assembly, P/N 0756005-8 or 0756005-9 fuel strainer assembly were shipped from Cessna between December 12, 1996 and September 5, 1997, and fitted to the aircraft, measure the standby pipe in the fuel strainer assembly for a visible maximum length not exceeding 1.68 inches, in accordance with the Accomplishment Instructions of Cessna Single Engine Service Bulletin SEB97-9 dated November 17, 1997.\n\nThe holder of a pilot licence, other than a student pilot, valid for the aircraft type, may review the aircraft records to determine if parts listed in this Directive have been fitted to the aircraft. If this review concludes that parts listed in this Directive have not been fitted then a certification stating that “This Directive does not apply as no parts listed in the Cessna SEB97-9 have been fitted to this aircraft.” may be entered in the aircraft records.\n\n2. Replace the filter strainer top assembly if the standpipe tube exceeds the specified measurement.\n\nNote: FAA AD 2000-06-01 Amendment 39-11641 refers.\n\nCompliance: 1. Unless previously accomplished, within 12 calendar months time in service from the effective date of this Directive.\n\n2. Prior to further flight.\n\nThis Airworthiness Directive becomes effective on 13 July 2000.","sortOrder":1}],"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"},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is a standard, targeted airworthiness directive addressing a specific known defect in specific aircraft models. The scope remains tightly focused on the fuel strainer safety issue as originally identified."},"complexity_factors":["Multiple specific part numbers and date ranges create conditional applicability (P/N 0756005-2, 0756005-8, 0756005-9; December 12, 1996 to September 5, 1997)","Precise measurement requirement (1.68 inches maximum standpipe length)","Cross-reference to external technical document (Cessna Single Engine Service Bulletin SEB97-9)","Alternative compliance path for licensed pilots through record review and certification","Dual compliance deadlines (12-month window vs. immediate \"prior to further flight\")","Reference to corresponding FAA AD (2000-06-01 Amendment 39-11641)"],"plain_english_summary":"This CASA Airworthiness Directive requires owners/operators of specified Cessna 172 variants to inspect the fuel strainer for potentially faulty parts shipped by Cessna in 1996–97. If the wrong part is found it must be replaced before flight. Licensed non‑student pilots may verify applicability via maintenance records. The unsafe strainer can cause fuel starvation and engine failure; the inspection was mandatory within 12 months of the AD (effective 13 July 2000)."},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The directive remains narrowly targeted to a single unsafe condition (standpipe length of specific fuel strainer assemblies shipped in a defined time window) and requires inspection and replacement where necessary. It does not expand beyond that original safety-focused purpose, nor does it add unrelated requirements or broaden the class of affected parts or aircraft beyond the listed models and part numbers."},"complexity_factors":["Short, single-issue directive focused on one component (fuel strainer top/standpipe)","One quantitative limit to check (standpipe visible maximum length: 1.68 inches)","Three affected part numbers listed (P/N 0756005-2, 0756005-8, 0756005-9)","Specific shipment date window creating the conditional scope (12 Dec 1996 to 5 Sep 1997)","Long applicability list of aircraft variants (many 172-series variants) but no nested exceptions","Cross-reference to an external service bulletin (Cessna SEB97-9) and FAA AD (2000-06-01)","Two-tier compliance timing: inspection within 12 months; replacement required prior to further flight","Allowance for records-based certification by a licensed pilot reduces procedural complexity"],"plain_english_summary":"**What this directive does (mechanically)\n\n- Requires an inspection of the aircraft fuel strainer assembly on the listed Cessna models to check the length of the standby (standpipe) tube if certain Cessna part numbers were fitted and supplied between 12 December 1996 and 5 September 1997. (Requirement 1)\n- If the standpipe exceeds 1.68 inches (visible maximum length), the filter strainer top assembly must be replaced before the aircraft flies again. (Requirement 2)\n- The inspection must be done within 12 calendar months from the AD’s effective date unless it has already been done; any required replacement must be completed prior to further flight. (Compliance)\n- A pilot who holds a licence (other than a student pilot) valid for the aircraft type may inspect the aircraft records to determine whether the listed parts were fitted; if the records show they were not fitted, that pilot may enter a certification statement in the aircraft records saying the AD does not apply. (Requirement 1)\n\n**Who this affects\n\n- Owners and operators of the specified Cessna models (long list of 172-series, R172, F172, FR172 and 172RG variants). (Applicability)\n- Maintenance organisations or mechanics who perform the inspection and any required replacement following Cessna Single Engine Service Bulletin SEB97-9 dated 17 November 1997, which the AD calls up. (Requirement 1)\n- Licensed pilots (non-student) who may be asked to check records and certify that the listed parts were not fitted. (Requirement 1)\n\n**Why it matters (stated purpose and practical consequences)\n\n- The directive is issued to correct an identified unsafe condition linked to certain fuel strainer top assemblies supplied in a specific production/shipment window. The immediate mechanical effect is to ensure the standby pipe (standpipe) in the fuel strainer is within the safe length tolerance; if it is too long it must be replaced. (Background + Requirement)\n\n**Costs, incentives and implementation trade-offs\n\n- Who pays: aircraft owners/operators pay for inspection labour and any replacement parts and installation. (Requirement 2, Compliance)\n- Time and downtime: operators face up to 12 months to schedule the inspection, but any aircraft found non-compliant must be grounded until the top assembly is replaced (replacement required prior to further flight). (Compliance; Requirement 2)\n- Compliance path and record use: the AD allows a licensed pilot to avoid the physical inspection if maintenance/installation records conclusively show the listed parts were not fitted; this reduces unnecessary inspections when records are clear. (Requirement 1)\n- Dependence on manufacturer instructions and external rules: the directive requires following Cessna SEB97-9 for measurement procedure, and it cross-references the FAA AD 2000-06-01 as related material, so compliance relies on access to and correct application of those documents. (Requirement note)\n- Concentrated vs diffuse effects: costs are concentrated on the owners/operators of the listed types; the safety benefit is diffuse (applies to anyone using those aircraft). There is no broad regulatory expansion — the action targets a specific part/production window.\n\n**Implementation risks and practical issues\n\n- Parts availability: if a number of aircraft need replacement there is a short-term risk of parts or labour bottlenecks and associated aircraft downtime. (Requirement 2)\n- Record reliability: relying on historical shipment and installation records shifts some burden onto record-keeping accuracy; incorrect or incomplete records could lead to unnecessary inspections or unsafe continuance. (Requirement 1)\n- Verification: authorised maintenance personnel must perform the measurement per the service bulletin; incorrect measurement technique could cause false passes or unnecessary replacements. (Requirement 1)\n\n**How it affects private choice and business\n\n- Operators retain the choice to inspect records first to potentially avoid physical inspection. (Requirement 1)\n- Maintenance shops will see demand for the specific inspection and any replacements; this is a straightforward service task but may create short-term demand for parts and labour. (Requirement 2)\n\n**Source claims and testing them against trade-offs\n\n- The directive claims the inspection/replacement corrects an unsafe condition tied to specific parts shipped in a dated window. The direct cost is inspection and possible replacement; the trade-off is aircraft downtime and expense versus the safety risk of leaving a potentially non-conforming part in service. The AD reduces operator discretion (inspection and replacement required where the condition exists) while allowing a records-based exemption where records show the parts were not fitted. (Requirement; Compliance)\n\n(References in the directive: Applicability; Requirement 1 and 2; Compliance; note referencing Cessna SEB97-9 and FAA AD 2000-06-01.)"}},"importantCases":[],"_links":{"self":"/api/acts/ad-cessna-170-68-fuel-strainer","history":"/api/acts/ad-cessna-170-68-fuel-strainer/history","analysis":"/api/acts/ad-cessna-170-68-fuel-strainer/analysis","conflicts":"/api/acts/ad-cessna-170-68-fuel-strainer/conflicts","importantCases":"/api/acts/ad-cessna-170-68-fuel-strainer/important-cases","documents":"/api/acts/ad-cessna-170-68-fuel-strainer/documents"}}