{"id":"F2006B08118","name":"AD/CESSNA 210/69 Amdt 2 - Horizontal Stabilizer Front Spar","slug":"ad-cessna-210-69-amdt-2-horizontal-stabilizer-front-spar","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":115231,"registerId":"commonwealth-F2006B08118-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/CESSNA 210/69 Amdt 2 - Horizontal Stabilizer Front Spar","content":"![](image.001.png)\n\n![](image.001.png)  \nAIRWORTHINESS DIRECTIVE\n\nOn the effective date specified below, and for the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/CESSNA 210/69 Amdt 1 and issues the following AD under subregulation 39.1 (1) of CASR 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.\n\n![](image.001.png)\n\nCessna 210 Series Aeroplanes\n\nAD/CESSNA 210/69\n\nAmdt 2\n\n  \nHorizontal Stabilizer Front Spar 9/2004\n\nApplicability: All models of Cessna 210 aircraft except 210R/T210R serial numbers 21064898 and subsequent.\n\nRequirement: Visually inspect the front and rear faces of horizontal stabilizer front spar assembly centre section for cracks around the cut-out in the front spar web. Refer to Figure 1 below.\n\nIt should be noted that for models manufactured from 1969 onwards the horizontal stabiliser front spar will be of a three-layer design. This means that the centre laminate will effectively be hidden by the two outer laminates, making inspection of the centre laminate almost impossible. The centre laminate should be inspected as far as practicable without disassembly of the spar.\n\nAny cracks in the front spar web must be repaired before further flight, and a defect report must be submitted.\n\nNote 1: Access can be achieved by the removal of the fillet fairing. The front face of the front spar is easily seen. The rear face may be seen via a hole in the upper surface of the horizontal stabilizer using an inspection mirror and torch.\n\nNote 2: This inspection may require some experimenting with lights and mirrors to obtain some certainty in the results of the inspection. The inspection would be much easier to conduct with the use of a borescope.\n\n![](image.002.png)\n\nCompliance: a. For aircraft with less than 10000 hours time in service, inspect before exceeding 10000 hours total time in service, and thereafter at intervals not exceeding 110 hours time in service.\n\nb. For aircraft with 10000 or more hours time in service, inspect before18 March 2002, and thereafter at intervals not exceeding 110 hours time in service.\n\nThis Amendment becomes effective on 2 September 2004.\n\nBackground: Reports have been received of cracking of the horizontal stabilizer front spar on Australian registered Cessna 210s. Both front and rear spars must be serviceable for the horizontal stabilizer to carry ultimate load. The front spar forms part of the horizontal stabilizer’s primary load path, and loss of strength in this area could be catastrophic.\n\nIt should be noted that this Airworthiness Directive mandates an inspection requirement already stated in the manufacturer’s maintenance data.\n\nAmendment 1 of this Airworthiness Directive is issued to highlight that later models have been manufactured with horizontal stabiliser spars containing three layers, making the centre laminate almost impossible to inspect. This amendment provides guidance on inspection of the three layer configuration. Compliance times remain unchanged.\n\nAmendment 2 of this Airworthiness Directive is issued to increase the recurrent compliance interval from 100 hours to 110 hours time in service to allow the inspections required by this Airworthiness Directive to be aligned with scheduled maintenance.\n\nThe original issue of this Airworthiness Directive became effective on 6 March 2002.\n\n![](image.003.png)  \n\nDavid Villiers\n\nDelegate of the Civil Aviation Safety Authority 23 July 2004\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 11 August 2004.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":true,"description":"Amendment 2 modifies the prior AD by increasing the recurrent inspection interval from 100 to 110 hours and by clarifying inspection guidance for three‑layer front spars whose centre laminate is hard to view. Applicability and the core inspection-and-repair requirement remain unchanged; compliance timing was adjusted to better align with scheduled maintenance."},"complexity_factors":["Technical inspection required of an internal structural element (front spar web) with limited visual access (three‑layer laminate hides centre layer).","Varied compliance triggers: inspections tied to total hours in service (<10,000 hrs vs ≥10,000 hrs) and a specific calendar date for some aircraft.","Applicability carve‑out: excludes 210R/T210R serial numbers 21064898 and subsequent.","Operational mandate to repair before further flight and to lodge a defect report, creating immediate maintenance and administrative actions.","Practical access procedures may require removal of fillet fairing, use of mirrors/borescope, and experimentation with lighting—raising equipment and labour needs.","Amendment history: revocation of a prior AD and a change in recurrent interval (100 → 110 hrs) which affects scheduling and recordkeeping."],"plain_english_summary":"This Airworthiness Directive requires regular visual inspection of the horizontal‑stabilizer front spar on most Cessna 210 aircraft for cracks, and mandates repair before further flight plus submission of a defect report if cracks are found. Amendment 2 increases the recurrent inspection interval from 100 to 110 flight‑hours and adds guidance for inspecting later three‑layer spars where the centre laminate is largely hidden, aligning these checks with scheduled maintenance."},"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 Airworthiness Directive maintains its original scope of ensuring structural integrity of Cessna 210 horizontal stabilizer front spars. Amendment 2 represents a minor administrative adjustment (changing inspection interval from 100 to 110 hours to align with scheduled maintenance) rather than an expansion of scope. The document remains tightly focused on its original safety purpose."},"complexity_factors":["Single specific aircraft type and model range (Cessna 210 series)","Two-tier compliance schedule based on flight hours (10,000 hour threshold)","One structural exception (210R/T210R serial numbers 21064898 and subsequent)","Technical aviation terminology requiring some domain knowledge (spar, laminate, borescope, fillet fairing)","Amendment history references (original, Amendment 1, Amendment 2) explaining evolution of requirements","Conditional inspection methodology for three-layer vs standard spar designs"],"plain_english_summary":"This CASA safety order requires Cessna 210 (excluding certain newer models) operators to inspect the horizontal stabilizer’s front spar web for cracks—especially on post‑1969 three‑layer spars where the middle layer is hidden—using mirrors, torches and, if needed, a borescope. Any cracking must be repaired before flight and reported.\n\nInspections must occur before 10,000 flight hours and every 110 hours thereafter (10,000+‑hour aircraft were to be inspected by the earlier compliance date). The rule aims to prevent catastrophic tail failure; it amends a prior 100‑hour interval to 110."}},"importantCases":[],"_links":{"self":"/api/acts/ad-cessna-210-69-amdt-2-horizontal-stabilizer-front-spar","history":"/api/acts/ad-cessna-210-69-amdt-2-horizontal-stabilizer-front-spar/history","analysis":"/api/acts/ad-cessna-210-69-amdt-2-horizontal-stabilizer-front-spar/analysis","conflicts":"/api/acts/ad-cessna-210-69-amdt-2-horizontal-stabilizer-front-spar/conflicts","importantCases":"/api/acts/ad-cessna-210-69-amdt-2-horizontal-stabilizer-front-spar/important-cases","documents":"/api/acts/ad-cessna-210-69-amdt-2-horizontal-stabilizer-front-spar/documents"}}