{"id":"F2006B09934","name":"AD/FA-200/21 - Teijin Seiki Fuel Strainer P/N Fif-40000 - Inspection and Modification","slug":"ad-fa-200-21-teijin-seiki-fuel-strainer-p-n-fif-40000-inspection-and-modification","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":55179,"registerId":"commonwealth-F2006B09934-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/FA-200/21 - Teijin Seiki Fuel Strainer P/N Fif-40000 - Inspection and Modification","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \nFuji FA-200 Series Aeroplanes\n\nAD/FA-200/21 Teijin Seiki Fuel Strainer\n\nP/N Fif-40000 \\- Inspection and Modification\n\n  \n4/84\n\nApplicability: All FA-200-160, 180 and 180 AO aircraft equipped with Teijin Seiki fuel strainer P/N FIF-40000.\n\nDocument: Fuji SB No. 200-005 including Teijin Seiki SB No TS-SB-72.\n\nCompliance: Phase I: Within 10 hours time in service after 9 March 1984 and thereafter at intervals not exceeding 100 hours time in service until Phase II as per SB is accomplished.\n\nPhase II: After obtaining the necessary spare part, but not later than 1 February 1985.\n\nBackground: There have been instances reported where the stack pipe inside the fuel strainer become lodged upwards into the fuel inlet gallery, thus restricting the fuel flow.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The directive’s scope matches the stated technical problem and remedies in the source text: it applies to all FA-200-160, -180 and -180 AO aircraft fitted with Teijin Seiki P/N FIF-40000 and mandates inspection followed by modification/replacement as described in the referenced Service Bulletins. There is no indication within the supplied text that the scope has been expanded or narrowed from that stated intent (Applicability; Compliance; Background)."},"complexity_factors":["Phased compliance structure (Phase I short-term inspections; Phase II permanent modification) increases procedural steps.","Tight initial compliance window (inspect within 10 hours after 9 March 1984) and recurring inspection interval (every 100 hours) until fix increases operational urgency and scheduling complexity. (Compliance)","Reliance on external Service Bulletins (Fuji SB No. 200-005 and Teijin Seiki SB No TS-SB-72) for technical instructions requires cross-referencing documents. (Document)","Deadline for Phase II (not later than 1 February 1985) combined with the caveat “after obtaining the necessary spare part” creates a logistical dependency on parts availability. (Compliance)","Applicability is limited to specific aircraft models and a specific part number, requiring accurate fleet records to identify affected aircraft. (Applicability)"],"plain_english_summary":"What this instrument does mechanically:\n\n- It requires inspection and, ultimately, modification or replacement of a specific fuel strainer part (Teijin Seiki P/N FIF-40000) installed in certain Fuji FA-200 aeroplanes. (Applicability; Document; Compliance)\n- Phase I (short term): Inspect the strainer within 10 hours time in service after 9 March 1984 and then repeat inspections at intervals not exceeding 100 hours time in service until the Phase II action is done. (Compliance)\n- Phase II (permanent remedy): Modify or replace the part as set out in the referenced Service Bulletins after obtaining the necessary spare part, and no later than 1 February 1985. (Compliance; Document)\n\nWho is affected and who pays (mechanics of compliance):\n\n- Owners and operators of FA-200-160, FA-200-180 and FA-200-180 AO aircraft fitted with Teijin Seiki P/N FIF-40000 must carry out the inspections and the modification/replacement. (Applicability; Compliance)\n- Those operators (or their maintenance providers) bear the labour, parts and aircraft downtime costs associated with repeated inspections and with sourcing and installing the replacement/modification called for in Phase II. (Compliance; Document)\n\nStated purpose and practical implications:\n\n- The directive’s stated purpose is to address reported occurrences where the internal stack pipe of the fuel strainer becomes lodged upwards into the fuel inlet gallery, restricting fuel flow. (Background)\n- Mechanically, the AD imposes a short initial compliance window (10 hours) and then recurring inspection obligations (every 100 hours) until the permanent modification or spare-part installation is completed. This means continued inspection costs and recurring downtime for affected aircraft until the Phase II action is installed. (Compliance)\n\nCosts, incentives and implementation trade-offs (source-grounded):\n\n- Cost allocation: operators pay inspection and modification costs; maintenance organisations will earn the work if contracted. (Applicability; Compliance)\n- Incentives: because inspections are frequent until the permanent fix is fitted, operators have an incentive to obtain the required spare part and complete Phase II promptly to avoid ongoing inspection costs and operational disruption. (Compliance)\n- Implementation risk and opportunity cost: the AD ties Phase II to availability of the spare part (“after obtaining the necessary spare part”), but it also imposes a statutory deadline (not later than 1 February 1985). If spare parts are scarce, operators must continue recurring inspections until they can comply, prolonging downtime and cost exposure. (Compliance)\n\nCompliance burden and administrative control:\n\n- The instrument is issued under the Commonwealth Civil Aviation Regulations, Part 39, and is mandatory for the listed aircraft; compliance is enforced by the Civil Aviation Safety Authority. This centralised regulatory requirement leaves limited discretion to operators other than timing within the specified windows and obtaining the spare parts. (Header; Applicability; Compliance)\n\nEffect on private choice and market participants (practical points):\n\n- Independent maintenance organisations can compete to perform the inspections and the Phase II modification, subject to following the referenced service bulletins. (Document)\n- The requirement restricts operators’ choices in the narrow sense that they must follow the inspection interval and the service-bulletin modification or replacement, but operators retain freedom to choose their maintenance provider and scheduling within the regulatory time limits. (Compliance; Document)\n\nKey source citations: Applicability; Document (Fuji SB No. 200-005 and Teijin Seiki SB No TS-SB-72); Compliance (Phase I and Phase II timing); Background (reported stack pipe lodging)."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted safety directive addressing a specific mechanical defect in a specific aircraft component. It has not expanded beyond its original purpose of mandating inspection and modification of the Teijin Seiki fuel strainer."},"complexity_factors":["Very short document (under 200 words)","Only 3 defined elements: specific aircraft models, specific part number, and referenced service bulletins","Simple two-phase compliance structure with clear deadlines","No nested exceptions or conditional logic","Single straightforward safety issue with prescribed remedy","Minimal cross-referencing (only to two manufacturer service bulletins)"],"plain_english_summary":"This is an **Airworthiness Directive** — a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA). It requires owners and operators of specific Fuji FA-200 aircraft to inspect and modify a particular fuel strainer component.\n\n**What it does:**\n- **Targets:** Fuji FA-200-160, FA-200-180, and FA-200-180 AO aeroplanes fitted with a Teijin Seiki fuel strainer (part number FIF-40000)\n- **The problem:** The internal stack pipe in this fuel strainer can shift upward and block fuel flow into the engine — a serious flight safety risk\n\n**What must be done:**\n- **Phase I (immediate):** Inspect the fuel strainer within 10 flight hours after 9 March 1984, then re-inspect every 100 flight hours until the permanent fix is done\n- **Phase II (permanent fix):** Install a modified part once available, but no later than 1 February 1985\n\n**Why it matters:**\nBlocked fuel flow can cause engine failure. This directive ensures aircraft don't fly with a known dangerous defect and mandates a timeline to eliminate the risk entirely."}},"importantCases":[],"_links":{"self":"/api/acts/ad-fa-200-21-teijin-seiki-fuel-strainer-p-n-fif-40000-inspection-and-modification","history":"/api/acts/ad-fa-200-21-teijin-seiki-fuel-strainer-p-n-fif-40000-inspection-and-modification/history","analysis":"/api/acts/ad-fa-200-21-teijin-seiki-fuel-strainer-p-n-fif-40000-inspection-and-modification/analysis","conflicts":"/api/acts/ad-fa-200-21-teijin-seiki-fuel-strainer-p-n-fif-40000-inspection-and-modification/conflicts","importantCases":"/api/acts/ad-fa-200-21-teijin-seiki-fuel-strainer-p-n-fif-40000-inspection-and-modification/important-cases","documents":"/api/acts/ad-fa-200-21-teijin-seiki-fuel-strainer-p-n-fif-40000-inspection-and-modification/documents"}}