{"id":"F2006B05187","name":"AD/CESSNA 190/2 Amdt 3 - Fuselage Front and Rear Spars","slug":"ad-cessna-190-2-amdt-3-fuselage-front-and-rear-spars","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":45357,"registerId":"commonwealth-F2006B05187-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/CESSNA 190/2 Amdt 3 - Fuselage Front and Rear Spars","content":"---\nmeta-content-style-type: text/css\nmeta-content-type: application/xhtml+xml; charset=utf-8\nmeta-generator: Aspose.Words for .NET 22.10.0\n---\n\n?xml version=\"1.0\" encoding=\"utf-8\" standalone=\"no\"?>\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  Cessna 190 and 195 Series Aeroplanes\n\n \n\n# AD/CESSNA 190/2\n\nAmdt 3\n\nApplicability: All models.\n\n# Fuselage Front and Rear Spars 11/67\n\n \n\nRequirement: 1. Modification: Modify the fuselage centre section front spar in accordance with Cessna SL 63-40.\n\n \n\n2.    Inspection:\n\n \n\n(a)     Carry out a dye-penetrant inspection for cracking of the fuselage centre section front spar lower cap and steel reinforcing bars in the region of the two inboard bolts at both sides of the fuselage.\n\n \n\n(b)     Carry out a dye-penetrant inspection for cracking of the front spar side plates P/N 0311108 in the region of the steel reinforcing bars and in all accessible areas below the reinforcing bars.\n\n \n\n(c)     Carry out visual inspection for cracking, loose rivets or bolts or other signs of structural distress in the fuselage structure surrounding the front spar attachments. Pay particular attention to the front door post in the region immediately below the front spar side plates.\n\n \n\n(d)     Carry out a dye-penetrant inspection for cracking of the fuselage centre section rear spar, in the areas adjacent to both sides of the fuselage. Pay particular attention to the steel wing attachment plates and to the lower spar cap at the inboard ends of these plates.\n\n \n\n(e)     Remove the rear spar wing/fuselage attachment bolts and check the bolts, holes and eccentric bushings for cracks, wear or hole elongation, using the procedures and wear limitations specified in Cessna SL 190/195-1.\n\n \n\n3.    Any parts found defective during the above inspections shall be replaced with new parts or repaired to an approved drawing before further flight.\n\n \n\nCompliance: 1. Modification, paragraph 1 - Forthwith.\n\n \n\n2. Inspection:\n\n \n\nFor para. 2(a), (b) and (c) - at intervals not exceeding 300 hours time in service.\n\n \n\nFor para. 2(d) - before 4,500 hours total in service and thereafter at intervals not exceeding 300 hours time in service.\n\n \n\nFor para. 2(e) - at intervals not exceeding 600 hours time in service.\n\n \n\n \n\n \n\n \n\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This amendment remains focused on the original safety concern: cracking, wear and structural distress of the Cessna 190/195 fuselage front and rear spars and their attachments. It prescribes a modification and recurring inspections to manage that risk. The instrument does not broaden its subject matter beyond those components; it relies on Cessna service letters for technical detail but does not add unrelated obligations."},"complexity_factors":["Short document focused on a single limited subject (front and rear fuselage spars).","Four discrete inspection tasks (2(a)–2(e)) with three different inspection intervals, creating some scheduling complexity.","Cross‑references to two external Cessna Service Letters (SL 63‑40 and SL 190/195‑1) for procedural details and wear limits.","Immediate (‘forthwith’) mandatory modification requirement adds urgency but no layered conditions.","Requirement that defective parts be replaced with new parts or repaired to an approved drawing introduces dependency on approved parts/repairs but is a single clear outcome."],"plain_english_summary":"**What this instrument does (mechanically)**\n\n- Requires all owners/operators of Cessna 190 and 195 series aeroplanes to carry out a mandatory structural modification and recurring inspections of the fuselage front and rear spars (the main longitudinal structural members that attach the wing to the fuselage).\n- Specifically:\n  - Modify the fuselage centre‑section front spar immediately, following Cessna Service Letter (SL) 63‑40.\n  - Perform dye‑penetrant (a surface crack detection method) and visual inspections of specified front spar parts and surrounding fuselage structure, and dye‑penetrant inspection of the rear spar in specified locations.\n  - Remove rear spar wing/fuselage attachment bolts periodically to inspect the bolts, holes and eccentric bushings for cracking, wear or elongation, using Cessna SL 190/195‑1 procedures and wear limits.\n  - Replace or repair any defective parts to an approved drawing before further flight.\n- Sets compliance timing:\n  - The front spar modification: forthwith (i.e. as soon as possible).\n  - Inspections of front spar lower cap/steel reinforcing bars, front spar side plates and surrounding fuselage structure: at intervals not exceeding 300 flight hours.\n  - Rear spar dye‑penetrant inspection: before the aeroplane reaches 4,500 total hours, then every 300 hours thereafter.\n  - Removal/inspection of rear spar attachment bolts and bushings: every 600 hours.\n\n**Who this affects**\n\n- Aircraft owners and operators of Cessna 190/195 aircraft (private owners, flying schools, charter operators, maintenance organisations).\n- Licensed aircraft maintenance engineers and organisations who must perform the modification and prescribed inspections and repairs.\n- Parts suppliers: replacement parts must be new or repaired to an approved drawing, which creates demand for compliant parts.\n\n**Why it matters (stated purpose and practical effects)**\n\n- The directive is intended to manage the risk of cracking, wear or structural distress in the fuselage front and rear spars and their attachments — components critical to wing‑to‑fuselage integrity.\n- Mechanically, it reduces the risk of in‑service structural failure by (a) requiring an immediate modification to the front spar assembly and (b) establishing recurring inspection intervals so defects are found and fixed before they progress.\n\n**Practical costs, incentives and trade‑offs**\n\n- Direct costs and time: Operators will pay for the modification (labour, parts) and for recurring inspections and any replacements or repairs; some inspections (especially removal of attachment bolts) increase labour and aircraft downtime.\n- Parts and supply dependency: The requirement that defective parts be replaced with new parts or repaired to an approved drawing creates dependence on availability of approved parts or repair facilities; scarcity or long lead times increase downtime and cost.\n- Operational impact: Frequent inspections (every 300 hours for key items) increase ongoing maintenance burden compared with non‑affected aircraft and can reduce available aircraft hours for revenue operations.\n- Safety vs cost trade‑off: The directive prioritises structural safety by imposing immediate and recurring work; the cost of compliance is borne by the aircraft owner/operator.\n- Implementation risk and compliance: Some inspections require access and non‑destructive testing skills (dye‑penetrant), and removal of attachment bolts can reveal defects that necessitate grounding until repairs or parts are sourced.\n- Recordkeeping and measurement: Compliance is measured in hours‑in‑service; operators must track and schedule inspections accordingly.\n\n**Who decides and what changes in behaviour**\n\n- The regulator (Civil Aviation Safety Authority) issues the directive and enforces compliance; maintenance organisations implement the required work and certify the aircraft as airworthy after completion.\n- Owners/operators will prioritise scheduling the front spar modification immediately, set recurring maintenance checks at the prescribed hour intervals, and procure approved replacement parts or arrange approved repairs when defects are found.\n\n**References to technical documents and discretion**\n\n- The AD cross‑references two Cessna service letters (SL 63‑40 for the front spar modification and SL 190/195‑1 for bolt/bushing inspection/wear limits). That creates reliance on those external technical documents for the exact procedures and allowable limits."},"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"},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is Amendment 3 to an existing Airworthiness Directive. The scope remains tightly focused on the original safety issue: structural integrity of Cessna 190/195 fuselage spars. The amendment appears to maintain the same regulatory purpose without significant expansion into unrelated areas."},"complexity_factors":["Short, single-purpose document (1 page)","Only 3 defined compliance categories (Modification, Inspection intervals)","Minimal cross-referencing (only references to Cessna Service Letters SL 63-40 and SL 190/195-1)","Clear, numbered structure with straightforward conditional logic (if defective → repair before flight)","No nested exceptions or complex definitional sections","Technical but precise language appropriate for aviation maintenance personnel"],"plain_english_summary":"This CASA Airworthiness Directive requires owners/operators of Cessna 190/195 aircraft to permanently modify the front spar per Cessna Service Letter 63‑40 and to carry out repeated inspections (dye‑penetrant, visual and bolt checks) of front and rear spars. Any cracked or worn parts must be repaired or replaced before flight.\n\nIt targets ageing, flight‑critical spar structures to detect fatigue cracks and prevent wing separation."}},"importantCases":[],"_links":{"self":"/api/acts/ad-cessna-190-2-amdt-3-fuselage-front-and-rear-spars","history":"/api/acts/ad-cessna-190-2-amdt-3-fuselage-front-and-rear-spars/history","analysis":"/api/acts/ad-cessna-190-2-amdt-3-fuselage-front-and-rear-spars/analysis","conflicts":"/api/acts/ad-cessna-190-2-amdt-3-fuselage-front-and-rear-spars/conflicts","importantCases":"/api/acts/ad-cessna-190-2-amdt-3-fuselage-front-and-rear-spars/important-cases","documents":"/api/acts/ad-cessna-190-2-amdt-3-fuselage-front-and-rear-spars/documents"}}