{"id":"F2006B05198","name":"AD/CESSNA 205/14 - Fuel Flow Stabilisation Placard","slug":"ad-cessna-205-14-fuel-flow-stabilisation-placard","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":45392,"registerId":"commonwealth-F2006B05198-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/CESSNA 205/14 - Fuel Flow Stabilisation Placard","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 205 (210-5) Series Aeroplanes\n\n \n\nAD/CESSNA 205/14 Fuel Flow Stabilisation Placard 10/79\n\nApplicability: Model 205 with S/Nos. 205-0001 to 205-0555 (with SK205-5 installed) and 205-0556\n\nto 205-0577.\n\n \n\nRequirement: Action in accordance with Cessna SIL No. SE79-25, Supplement No. 1.\n\n \n\nNote: FAA AD 79-15-01, Amendment 39-3517 refers.\n\n \n\nCompliance: Within 100 hours time in service after 31 October 1979.\n\n \n\nBackground: The manufacturer has made placards and instructions available to aid in the recognition and elimination of excessive vapour from the aircraft fuel system. In the event of inflight power interruptions engine restart procedures are also detailed.\n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The directive does not alter scope from its stated purpose in the source text. It applies to the serial-number range given, requires action per the named Cessna Service Information Letter, and sets a fixed compliance window. There is no textual indication that the applicability, required action, or compliance timeframe has been broadened or narrowed relative to the directive's own stated requirements (Applicability; Requirement; Compliance; Background)."},"complexity_factors":["Narrow applicability limited to specified Cessna 205 serial-number ranges (Applicability)","Single, clearly specified required action: comply with a named manufacturer Service Information Letter (Requirement)","Short, fixed compliance timeframe (100 hours after 31 Oct 1979) (Compliance)","Dependency on external manufacturer document (Cessna SIL SE79-25, Supplement No. 1) for technical detail (Requirement)","Cross-reference to an FAA AD but no additional procedural layers (Note)","Potential minor operational ambiguity in who supplies the placard and exact installation details (not specified in the directive)"],"plain_english_summary":"### What this directive does\n\nThis airworthiness directive requires owners/operators of certain Cessna 205 aircraft to install a fuel-flow stabilisation placard and follow associated instructions. The directive applies to specific serial-number ranges of Model 205 (see Applicability). The required work is to be carried out \"in accordance with Cessna SIL No. SE79-25, Supplement No. 1\" (Requirement) and must be completed within 100 hours time in service after 31 October 1979 (Compliance).\n\n### Who it affects\n\n- Aircraft owners/operators of Model Cessna 205 within the listed serial-number ranges (Applicability).\n- Maintenance organisations or persons who will install the placard and apply the manufacturer's instructions (Requirement).\n- The Civil Aviation Safety Authority (CASA) or delegated authority that enforces compliance with the directive.\n\n### Why it matters (claimed purpose and how it works mechanically)\n\n- The manufacturer states the placard and instructions are intended to help recognise and eliminate excessive vapour in the aircraft fuel system and to provide engine restart procedures for inflight power interruptions (Background). The directive therefore imposes a mandatory, low-technical-change intervention: fit a placard and follow supplied procedures (Requirement).\n\n### Who pays and who decides\n\n- Owners/operators pay for acquiring and fitting the placard and for any labour involved in applying the instructions (Requirement; Applicability). The source text does not specify who supplies the placard free of charge, so cost may fall on the aircraft owner/operator.\n- CASA (or the relevant enforcing authority) requires compliance by issuing the directive; the manufacturer supplies the detailed instructions (Requirement; Background).\n\n### Behavioural and practical effects\n\n- Affected operators must install the placard and implement the manufacturer's procedures for detecting and eliminating fuel vapour and for restarting the engine after inflight power interruptions (Requirement; Background). This changes routine maintenance/operational checklists only to the extent operators adopt the placard and procedures.\n\n### Trade-offs, costs and compliance burden\n\n- Direct costs are limited to obtaining and fitting the placard and any time spent training pilots/maintenance staff to follow the instructions (Requirement; Compliance). The burden is concentrated on owners/operators of the specified aircraft (Applicability).\n- The directive relies on a manufacturer-issued Service Information Letter (SIL) for technical content (Requirement). That delegation reduces regulatory drafting but increases dependence on the manufacturer's instructions for implementation.\n\n### Implementation risk and discretion\n\n- Implementation risk is mainly operational: incorrect placement of the placard, failure to follow the manufacturer's procedures, or ambiguity in the SIL could reduce the intended effect (Requirement; Background). The directive itself prescribes the SIL as the action standard, leaving limited regulatory discretion in how the technical measures are carried out (Requirement).\n\n### Cross-reference\n\n- The directive notes a related FAA airworthiness directive (FAA AD 79-15-01) (Note), indicating parallel regulatory recognition of the same issue.\n\nSummary of mechanical change: fit a placard and follow Cessna SIL SE79-25 Supplement No. 1 within the stated compliance window; the stated purpose is to aid recognition/elimination of fuel vapour and provide engine restart procedures (Requirement; Compliance; Background)."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, time-bound safety directive from 1979 with a narrow, specific purpose. It has not expanded beyond its original intent."},"complexity_factors":["Extremely short document (under 200 words)","Only 2 defined applicability criteria (serial number ranges)","Single requirement referencing an external document (Cessna SIL)","No conditional logic, exceptions, or nested provisions","No cross-references to other legislation beyond a note about related FAA directive","Straightforward compliance deadline (100 hours time in service)"],"plain_english_summary":"**What this is:** An Airworthiness Directive (AD) — essentially a mandatory safety notice issued by Australia's Civil Aviation Safety Authority (CASA) for specific Cessna 205 aircraft.\n\n**Who it affects:** Owners and operators of Cessna 205 model aircraft with serial numbers 205-0001 through 205-0555 (if they have a specific kit called SK205-5 installed) and serial numbers 205-0556 through 205-0577.\n\n**What it requires:** Aircraft owners must follow instructions in a Cessna Service Information Letter (SIL No. SE79-25, Supplement No. 1). This involves installing a **placard** (a warning/instruction label) in the cockpit to help pilots recognise and fix fuel vapour problems that can cause engine power interruptions. It also includes procedures for restarting the engine if it cuts out in flight.\n\n**Why it matters:** Fuel vapour in the system can cause the engine to lose power or stop working mid-flight — obviously dangerous. The placard gives pilots quick guidance to prevent or respond to this problem.\n\n**When it had to be done:** Within 100 hours of flying time after 31 October 1979.\n\n**The bottom line:** This was a one-off safety fix from 1979 requiring a simple label and instructions to be added to certain Cessna planes to prevent fuel-related engine failures."}},"importantCases":[],"_links":{"self":"/api/acts/ad-cessna-205-14-fuel-flow-stabilisation-placard","history":"/api/acts/ad-cessna-205-14-fuel-flow-stabilisation-placard/history","analysis":"/api/acts/ad-cessna-205-14-fuel-flow-stabilisation-placard/analysis","conflicts":"/api/acts/ad-cessna-205-14-fuel-flow-stabilisation-placard/conflicts","importantCases":"/api/acts/ad-cessna-205-14-fuel-flow-stabilisation-placard/important-cases","documents":"/api/acts/ad-cessna-205-14-fuel-flow-stabilisation-placard/documents"}}