{"id":"F2006B10580","name":"AD/HU 269/104 - Rudder Pedal Bulkhead Gusset","slug":"ad-hu-269-104-rudder-pedal-bulkhead-gusset","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":116423,"registerId":"commonwealth-F2006B10580-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/HU 269/104 - Rudder Pedal Bulkhead Gusset","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)  Schweizer (Hughes) 269 Series Helicopters\n\n \n\nAD/HU 269/104 Rudder Pedal Bulkhead Gusset 12/94\n\nApplicability: Models 269A, A-1, B, and C.\n\n \n\nRequirement: Action in accordance with Schweizer SB B-247.\n\n \n\nNote: FAA AD 94-16-04 refers.\n\n \n\nCompliance: Within 100 hours time in service after 10 November 1994.\n\n \n\nBackground: Tail rotor pedal gussets were not installed on 269A aircraft, and other aircraft have been found with the gussets cracked or with loose or missing rivets.\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\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The AD’s scope, as expressed in the instrument, remains aligned with its stated intent in this text: it applies to Models 269A, A-1, B and C (Applicability) and requires the corrective action specified in Schweizer SB B-247 within 100 hours TIS after 10 November 1994 (Requirement; Compliance). The Background explains the condition prompting the directive (missing or cracked gussets, loose/missing rivets). There is no indication in the provided text that the scope was altered from that original statement."},"complexity_factors":["Single corrective action tied to a manufacturer service bulletin (Requirement) — reduces statutory complexity but requires technical execution.","Clear, short compliance window (100 hours TIS after 10 Nov 1994) (Compliance) — operationally important but administratively simple.","Cross-reference to external technical documents (Schweizer SB B-247 and FAA AD 94-16-04) — requires users to obtain and interpret additional material.","Technical maintenance work (installation/inspection/repair of gussets and rivets) — requires qualified maintenance capability and parts supply.","Limited regulatory discretion — prescriptive requirement leaves little room for alternative compliance without reference material."],"plain_english_summary":"What this instrument does, in practical terms\n\n- Requires operators of Schweizer (Hughes) 269 series helicopters (Models 269A, A-1, B and C) to carry out the work set out in Schweizer Service Bulletin B-247 (\"SB B-247\") as the action to correct an identified problem (Requirement; Applicability).\n- Sets a deadline for that work: it must be done within 100 hours time in service after 10 November 1994 (Compliance).\n- The Civil Aviation Safety Authority issued this airworthiness directive under the Part 39 schedule of Airworthiness Directives (header).\n\nWhy the action is required (official rationale)\n\n- The published reason is that tail rotor pedal gussets were not installed on some 269A aircraft, and other aircraft have been found with gussets cracked or with loose or missing rivets (Background). The SB referenced is the corrective measure (Requirement).\n\nWho is affected and who pays\n\n- Affected parties: registered owners/operators of the specified helicopter models (Applicability).\n- Who pays: operators/owners must obtain and implement the corrective work called for in SB B-247; they will bear the direct costs of parts, labour and any related downtime (Requirement; Compliance).\n\nWhat behaviour changes for those affected\n\n- Operators must arrange for the inspections, installations or repairs specified in SB B-247 and do so within the stated compliance window (Requirement; Compliance).\n- Maintenance providers engaged by operators will carry out the technical work in accordance with the manufacturer’s service bulletin (Requirement).\n\nWho decides and how prescriptive it is\n\n- The Civil Aviation Safety Authority issues the directive and prescribes the corrective action by reference to the manufacturer’s service bulletin (header; Requirement). The AD is prescriptive about the action to be taken and binds affected operators to comply within the stated timeframe (Requirement; Compliance). There is limited discretion for operators about whether to comply—the AD sets the required corrective standard and the deadline.\n\nPractical costs, incentives and trade-offs\n\n- Direct costs: parts, labour and aircraft downtime are incurred by operators who must implement SB B-247 (Requirement; Compliance).\n- Incentives: complying preserves or restores the structural condition identified in the Background; operators have an operational incentive to comply to meet the AD and continue legally to operate their aircraft (Background; Requirement).\n- Implementation risk and compliance burden: operators must source the service bulletin, schedule the work within 100 hours TIS of 10 November 1994, and coordinate with maintenance providers; failure to comply by the deadline would leave the operator noncompliant with the AD (Requirement; Compliance).\n\nEffects on private providers and markets (what can be inferred from the text)\n\n- The directive creates near-term demand for maintenance work on the affected models; independent maintenance organisations may be engaged to perform the work called for in SB B-247 (Requirement).\n- Operators’ maintenance costs for the affected fleet will rise by the amount required to implement the SB within the compliance window; the AD does not itself set prices, parts suppliers and maintenance providers will determine charges (Requirement; Compliance).\n\nCross-references and related documents\n\n- The AD explicitly refers to FAA AD 94-16-04 (Note) and requires action in accordance with Schweizer SB B-247 (Requirement), so operators must consult those documents for the technical details of corrective work.\n\nSource citations: header (Civil Aviation Safety Authority; Part 39 schedule of Airworthiness Directives), Applicability, Requirement (Schweizer SB B-247), Compliance (100 hours TIS after 10 Nov 1994), Background (missing/cracked gussets, loose/missing rivets), Note (FAA AD 94-16-04)."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, single-issue airworthiness directive focused specifically on rudder pedal bulkhead gussets in four helicopter models. It has not expanded beyond its original safety purpose."},"complexity_factors":["Very short document (approximately 150 words)","Only 4 defined applicability criteria (specific helicopter models)","Single, clear compliance requirement (follow Schweizer SB B-247)","Simple time-based compliance deadline (100 hours time in service)","No nested exceptions, conditional logic, or cross-references to other legislation","Only one external reference (FAA AD 94-16-04) provided as background context, not as a binding requirement"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — essentially a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA) for specific helicopter models.\n\n**What it does:**\nIt requires owners and operators of certain Schweizer (formerly Hughes) 269 series helicopters to inspect and fix a problem with the **rudder pedal bulkhead gusset** — a metal bracket that reinforces the structure around the tail rotor pedals.\n\n**Who it affects:**\n- Owners and operators of Schweizer helicopter models **269A, 269A-1, 269B, and 269C**\n- This includes both private and commercial operators\n\n**What the problem is:**\nSome helicopters were built without these reinforcing gussets entirely, while others have gussets that are cracked or have loose/missing rivets. This structural weakness could affect control of the tail rotor — critical for helicopter stability and safety.\n\n**What must be done:**\nOperators must follow the instructions in **Schweizer Service Bulletin B-247** (a manufacturer-issued repair guide) to inspect and fix the issue.\n\n**When it must be done:**\nWithin **100 hours of flight time** after 10 November 1994.\n\n**Why it matters:**\nThis is a **flight safety issue**. The tail rotor pedals control the helicopter's yaw (directional stability). If the mounting structure fails, the pilot could lose directional control. The directive references a corresponding US Federal Aviation Administration (FAA) order (AD 94-16-04), showing this was a coordinated international safety response."}},"importantCases":[],"_links":{"self":"/api/acts/ad-hu-269-104-rudder-pedal-bulkhead-gusset","history":"/api/acts/ad-hu-269-104-rudder-pedal-bulkhead-gusset/history","analysis":"/api/acts/ad-hu-269-104-rudder-pedal-bulkhead-gusset/analysis","conflicts":"/api/acts/ad-hu-269-104-rudder-pedal-bulkhead-gusset/conflicts","importantCases":"/api/acts/ad-hu-269-104-rudder-pedal-bulkhead-gusset/important-cases","documents":"/api/acts/ad-hu-269-104-rudder-pedal-bulkhead-gusset/documents"}}