{"id":"F2006B08103","name":"AD/CESSNA 210/54 - Wing Main Spar Attachment Fittings - Inspection","slug":"ad-cessna-210-54-wing-main-spar-attachment-fittings-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":115213,"registerId":"commonwealth-F2006B08103-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/CESSNA 210/54 - Wing Main Spar Attachment Fittings - Inspection","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 210 Series Aeroplanes\n\n \n\n# AD/CESSNA 210/54 Wing Main Spar Attachment\n\nFittings - Inspection\n\nApplicability: All model 210/T210 with S/No. 21058819 thru 21058968, T210-0198 thru T210-0338.\n\n \n\nDocument: Cessna S.I.L. No. SE 83-28\n\n \n\nCompliance: For fittings that have achieved 4000 hours T.I.S., inspect at next 100 hourly inspection and thereafter at intervals not exceeding 100 hours time in service.\n\n# 1/84\n\n \n\nBackground: Cracking could occur in the wing attachment lugs, in particular the lower centre lugs.\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\n \n","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted safety directive addressing a specific airworthiness concern in a defined aircraft population. It has not expanded beyond its original purpose of mandating inspections for cracked wing attachment fittings."},"complexity_factors":["Very short document (approximately 150 words of substantive content)","Only 4 defined elements: specific aircraft models, serial number ranges, the referenced Cessna document, and the compliance threshold (4000 hours T.I.S.)","Single, straightforward compliance requirement with clear time-based trigger","No cross-references to other legislation or regulations beyond the parent Civil Aviation Regulations 1998","No conditional logic or exceptions — applies to all listed aircraft once hour threshold is met","Simple cause-and-effect background explanation"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — essentially a mandatory safety notice issued by Australia's Civil Aviation Safety Authority (CASA) for specific aircraft.\n\n**What it does:**\nOrders owners and operators of certain **Cessna 210 and T210 aeroplanes** (built between specific serial numbers) to inspect the **wing main spar attachment fittings** — the metal brackets that connect the wing to the fuselage.\n\n**Who it affects:**\n- Owners and operators of Cessna 210/T210 models with serial numbers 21058819 through 21058968, and T210-0198 through T210-0338\n- Maintenance engineers servicing these aircraft\n\n**What must be done:**\n- Once the aircraft's fittings have clocked **4,000 hours \"time in service\"** (total flying hours), an inspection must be carried out at the **next 100-hourly inspection** (a regular maintenance check)\n- After that, the inspection must be repeated **every 100 hours of flying time**\n\n**Why it matters:**\nCracks can develop in the **lower centre lugs** (the bottom connection points) of these wing attachment fittings. If these cracks go undetected, the wing could potentially separate from the aircraft in flight — with catastrophic consequences. This directive forces regular checks to catch problems before they become dangerous.\n\nThe directive references **Cessna Service Information Letter SE 83-28** for the technical details of how to perform the inspection."},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The AD sets inspection requirements for a defined set of serial numbers and prescribes inspection timing once fittings reach 4,000 hours T.I.S., with inspections at every subsequent 100‑hour interval. The text contains no language indicating an expansion or contraction of scope from a prior or original intent within the instrument itself; it simply prescribes the specific applicability and inspection regimen. (See: \"Applicability\" and \"Compliance\".)"},"complexity_factors":["Narrow applicability limited to two specific serial number ranges (reduces applicability complexity) (\"Applicability\").","Single, clearly defined trigger condition: fittings reaching 4,000 hours total time in service (\"Compliance\").","Simple, repeating inspection interval tied to existing 100‑hour checks (\"Compliance\").","Dependence on an external technical document (Cessna S.I.L. No. SE 83‑28) for inspection procedure introduces a dependency but not procedural ambiguity within the AD text (\"Document\").","No alternative compliance routes, waivers, or complex reporting mechanisms specified in the AD text (implicit by omission in \"Compliance\"), limiting regulatory discretion but putting burden on operators to follow the stated intervals."],"plain_english_summary":"What this directive does, in plain terms\n\n- Mechanically, this Airworthiness Directive (AD) requires owners/operators of certain Cessna 210/T210 aeroplanes to carry out regular inspections of the wing main spar attachment fittings once those fittings have reached 4,000 hours total time in service (T.I.S.). The inspections must be done at the next scheduled 100‑hour inspection after 4,000 hours T.I.S., and then at intervals not exceeding every 100 hours T.I.S. thereafter. (See: \"Applicability\" and \"Compliance\".)\n\n- The AD applies only to Cessna 210/T210 aeroplanes with serial numbers 21058819 through 21058968 and T210‑0198 through T210‑0338. (See: \"Applicability\".)\n\n- The AD references Cessna Service Information Letter No. SE 83‑28 as the technical source for the inspection procedure. That document is the specified method for carrying out the required inspections. (See: \"Document\".)\n\nOfficial stated reason\n\n- The AD states the reason for the inspections is the risk that cracking could occur in the wing attachment lugs, in particular the lower centre lugs. (See: \"Background\".)\n\nWho pays and who decides\n\n- Aircraft owners/operators of the specified serial numbers must arrange and pay for the inspections and any subsequent repairs or replacements detected by those inspections. This follows from the AD's compliance requirement and the serial‑number applicability. (See: \"Applicability\" and \"Compliance\".)\n\n- The Civil Aviation Safety Authority has issued the AD; the AD sets the mandatory inspection timing and references the manufacturer's service instruction for the technical steps. Owners/operators decide when to schedule inspections within the required intervals and whether to ground aircraft pending inspection or repair. (See: \"Compliance\" and \"Document\".)\n\nPractical effects, incentives and trade‑offs\n\n- Behaviour change required: once the listed fittings reach 4,000 hours T.I.S., operators must include the specified spar‑fitting inspection at the next 100‑hour check and then every 100 hours. That alters maintenance scheduling for affected aircraft. (See: \"Compliance\".)\n\n- Direct costs: inspections impose labour, parts (if repairs are needed), and aircraft downtime costs on owners/operators. The AD does not specify funding, so those costs fall to the aircraft owner/operator. (See: \"Compliance\" and \"Applicability\".)\n\n- Detection consequences: because the AD is prompted by a risk of cracking, inspections can reasonably be expected to identify corrosion or cracks that will require repair or replacement, creating additional direct costs and potential removal from service. (See: \"Background\" and \"Compliance\".)\n\n- Scheduling effect: the inspection requirement ties into existing 100‑hour inspection cycles (the AD requires the check at the next 100‑hour inspection), so operators will typically fold the requirement into routine maintenance rather than creating an ad‑hoc inspection event. This affects maintenance planning and may reduce incremental downtime but still increases the inspection scope at each 100‑hour check once the fittings are at/above 4,000 hours T.I.S. (See: \"Compliance\".)\n\nImplementation, compliance burden and discretion\n\n- The AD prescribes fixed intervals (every 100 hours once the 4,000‑hour threshold is met) and points to a specific Cessna Service Information Letter for the inspection method. The prescription leaves little formal discretion for alternative intervals or methods within the AD text itself; any deviation would require separate approval processes not specified in the AD. (See: \"Compliance\" and \"Document\".)\n\n- Administrative burden is straightforward: recordkeeping of hours T.I.S. to know when the 4,000‑hour threshold is reached and logging each inspection at the mandated intervals. Technical burden depends on what the referenced S.I.L. requires for access and non‑destructive inspection methods. (See: \"Compliance\" and \"Document\".)\n\nOpportunity costs and substitution effects\n\n- Owners/operators may choose to retire, sell, or limit use of affected aircraft rather than incur inspection and potential repair costs once the fittings near or exceed 4,000 hours T.I.S. The AD does not mandate replacement or retirement, only inspection; any decision to repair, modify, or withdraw an aircraft is left to the owner/operator after inspection findings. (See: \"Compliance\" and \"Background\".)\n\nSummary statement\n\n- This AD applies to a defined set of Cessna 210/T210 serial numbers and requires mandatory inspections of the wing main spar attachment fittings once those fittings reach 4,000 hours T.I.S., with inspections at every subsequent 100‑hour interval. The stated purpose is to detect cracking in wing attachment lugs, particularly the lower centre lugs. The operational effect is additional and recurring inspection work for affected operators, with associated costs, scheduling impacts, and potential follow‑on repair requirements. (See: \"Applicability\", \"Compliance\", \"Document\", \"Background\".)"}},"importantCases":[],"_links":{"self":"/api/acts/ad-cessna-210-54-wing-main-spar-attachment-fittings-inspection","history":"/api/acts/ad-cessna-210-54-wing-main-spar-attachment-fittings-inspection/history","analysis":"/api/acts/ad-cessna-210-54-wing-main-spar-attachment-fittings-inspection/analysis","conflicts":"/api/acts/ad-cessna-210-54-wing-main-spar-attachment-fittings-inspection/conflicts","importantCases":"/api/acts/ad-cessna-210-54-wing-main-spar-attachment-fittings-inspection/important-cases","documents":"/api/acts/ad-cessna-210-54-wing-main-spar-attachment-fittings-inspection/documents"}}