{"id":"F2006B10269","name":"AD/GENERAL/29 - Wooden Aircraft - Airframe Structural Inspection","slug":"ad-general-29-wooden-aircraft-airframe-structural-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":55948,"registerId":"commonwealth-F2006B10269-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/GENERAL/29 - Wooden Aircraft - Airframe Structural Inspection","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)  \nAircraft \\- General\n\nAD/GENERAL/29 Wooden Aircraft \\- Airframe NK\n\nStructural Inspection\n\nApplicability: All aeroplanes and rotorcraft having wooden stressed shell structures or wooden box spars, except Proctor and Vega Gull series.\n\nNote: This does not apply to wings with routed laminated or solid spars and fabric coverings.\n\nRequirement: 1. Preparation: Prepare the aeroplane for inspection by removing all removable equipment, cabin linings, seats, inspection and access panels, fairings, fabric patches, tape sealing and sufficient fabric and secondary structure to enable an inspection of the airframe in accordance with these requirements.\n\n    2. Inspection Procedure:\n\n    2.1 Inspect all fabricated structural components such as box spars, wooden ribs, stringer struts and braces, and all glued connections between these components for the following defects:\n\n    (a) Cracks, cuts, splits, bruises, compression shakes, warping, contamination by foreign matter, attack by fungus in the wood, shrinkage of the timber at bolt holes.\n\n    (b) Separation or sponginess in the glued joints and plywood. A O.10 mm or\n\n0.005 in. feeler gauge should be used to determine separation of glued joints and the depth of glue failure.\n\n    2.2 Inspect all plywood skin for the following defects:\n\n    (a) Cracks, splits, cuts, bruises and shakes in the surface of the wood, deterioration and contamination by foreign matter.\n\n    (b) Separation of the glue where skin connects to the skeletal structure beneath.\n\nNote: Load carrying wooden skin becomes inefficient and the complete structure loses strength when adhesion to the structure beneath has failed. Consequently, all structural connections and joints must be thoroughly inspected for deterioration and defects. In carrying out an inspection the following notes may prove helpful in detecting defects. Separation from the structure is often detectable from the exterior in several ways. It is likely to appear as a local discontinuity in the skin contour which can be pressed down without the immediate firm resistance anticipated. When the structure is flexed the skin will tend to take up waves. If these waves do not pass across lines of gluing to the structure beneath, adhesion may be taken as sound.\n\nOblique lighting of the surface will be found helpful in studying surface waves and contour discontinuities. Timber shakes appear as thin lines across the timber of the\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\nvarnish layer. By sponging ink on the varnish and subsequently wiping it off, a line where a shake exits should show. Where there are signs of failure in the protective coating on surfaces it should be removed to inspect the wood beneath. Special attention is to be paid to points in the structure where the lodgement of liquids is possible. Wherever possible the inspection should be made from the interior.\n\nHowever, in wings initial inspection may have to be made from the exterior. When inspecting the interior structure of the wings it may be necessary to cut holes in load carrying covering. In such instances reference should be made to the Authority for an approved scheme of inspection holes.\n\n    3. Repairs:\n\nAny repairs necessary are to be carried out in accordance with the methods laid down in structural repair manuals or by a method approved by the Authority.\n\nor A.N.O. 105.1.0.2.17.\n\nCompliance: Before issue of C of A and thereafter at intervals not exceeding 3 years.","sortOrder":0}],"analysis":{"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 narrow scope—safety inspection of wooden aircraft structures. It has not expanded beyond its initial purpose of ensuring airworthiness through periodic structural examination."},"complexity_factors":["Single, clearly defined applicability clause with two explicit exceptions (Proctor/Vega Gull series and routed laminated/solid spars with fabric)","Straightforward three-part structure: preparation, inspection procedure, repairs","Minimal defined terms—uses common technical aviation language without extensive statutory definitions","Practical, descriptive guidance rather than dense legislative cross-referencing (e.g., 'oblique lighting will be found helpful')","Single compliance requirement with clear timeframe (before C of A + 3-year intervals)","Only one external reference (A.N.O. 105.1.0.2.17) for alternative compliance pathway","No nested conditional logic or exceptions-within-exceptions"],"plain_english_summary":"This CASA safety inspection rule requires owners/operators of aeroplanes and helicopters built with wooden stressed-shell structures or wooden box spars to undergo mandatory structural inspections—once before issuing a Certificate of Airworthiness and then every three years. It’s aimed at finding hidden rot, glue failure, cracks or delamination that can’t be seen externally; repairs must follow approved manuals or be CASA‑approved. Proctor and Vega Gull series and certain solid‑s spar/fabric wings are excluded."},"flash_summary":{"complexity_score":7,"scope_assessment":{"changed":false,"description":"The directive itself defines its applicability (all aeroplanes and rotorcraft with wooden stressed shell structures or wooden box spars, except Proctor and Vega Gull series; and excluding wings with routed laminated/solid spars and fabric coverings) and prescribes inspection and repair requirements. The text contains no indication that it changes or expands an earlier statutory scope; it sets operational requirements within the declared applicability."},"complexity_factors":["Technical inspection detail and multiple defect types to detect (Requirement 2.1(a),(b) and 2.2(a),(b))","Preparation obligations requiring removal of equipment, linings, panels, fabric and secondary structure before inspection (Requirement 1)","Measurement threshold for glue separation (0.10 mm / 0.005 in feeler gauge) creating a technical pass/fail criterion (Requirement 2.1(b))","Repairs constrained to structural repair manuals or Authority‑approved methods, creating regulatory discretion and approval steps (Requirement 3)","Potential need to cut holes in load‑carrying coverings for interior wing inspection, which requires an Authority‑approved inspection‑hole scheme (Note under 2.2)","Applicability/exclusion carve‑outs that require careful scope analysis (Applicability clause and accompanying Note)","Compliance timing tied to Certificate of Airworthiness issuance and fixed three‑year intervals, affecting maintenance planning and aircraft downtime (Compliance clause)","Practical implementation demands skilled personnel, specialised inspection techniques (oblique lighting, sponging ink), and possible removal/replacement work increasing labour and operational disruption (Notes under 2.2)"],"plain_english_summary":"This Airworthiness Directive requires owners/operators of most wooden-airframe aeroplanes and rotorcraft to prepare aircraft for, and undergo, detailed structural inspections of wooden stressed shells and wooden box spars before issue of a Certificate of Airworthiness and then at least every three years. Operators must remove fittings and coverings to inspect glued joints, plywood skin and fabricated wooden components; any defects must be repaired under the structural repair manual or by Authority‑approved methods. Owners pay inspection and repair costs; the Civil Aviation Safety Authority approves repair methods and any required inspection‑hole schemes."}},"importantCases":[],"_links":{"self":"/api/acts/ad-general-29-wooden-aircraft-airframe-structural-inspection","history":"/api/acts/ad-general-29-wooden-aircraft-airframe-structural-inspection/history","analysis":"/api/acts/ad-general-29-wooden-aircraft-airframe-structural-inspection/analysis","conflicts":"/api/acts/ad-general-29-wooden-aircraft-airframe-structural-inspection/conflicts","importantCases":"/api/acts/ad-general-29-wooden-aircraft-airframe-structural-inspection/important-cases","documents":"/api/acts/ad-general-29-wooden-aircraft-airframe-structural-inspection/documents"}}