{"id":"F2006B07211","name":"AD/SWSA226/69 - Wing - Upper Skin at WS 81","slug":"ad-swsa226-69-wing-upper-skin-at-ws-81","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":48974,"registerId":"commonwealth-F2006B07211-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/SWSA226/69 - Wing - Upper Skin at WS 81","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)  \nFairchild (Swearingen) SA226 and SA227 Series Aeroplanes\n\nAD/SWSA226/69 Wing \\- Upper Skin at WS 81 5/95\n\nApplicability: Models SA226-T, SA226-T(B), SA226-AT and SA226-TC listed in Fairchild Service Bulletin (SB) 226-57-018 Revised October 25, 1993.\n\nModels SA227-TT, SA227-AT, SA227-AC and SA227-BC listed in Fairchild SB 227-57-005 Revised July 1 1993. Models SA227-CC and SA227-DC listed in Fairchild SB CC7-57-002 Revised July 1, 1993.\n\nRequirement: 1. Visually inspect the wing upper surface skin at the top aft outboard corner of the battery box for cracking.\n\nInspect in accordance with paragraph 2 ACCOMPLISHMENT INSTRUCTIONS, sub paragraph A Inspection, of the applicable Fairchild SB.\n\n    2. Dye penetrant inspect the edges of P/N 27-31130 straps for cracking.\n\nInspect in accordance with paragraph 2 ACCOMPLISHMENT INSTRUCTIONS, sub paragraph A Inspection, of the applicable Fairchild SB.\n\n    3. Modify the upper wing skin in accordance with paragraph 2 ACCOMPLISHMENT INSTRUCTIONS, sub paragraph B Removal, and sub para C Installation, of the applicable Fairchild SB.\n\nNote: FAA AD 94-07-10 refers.\n\nCompliance: 1. Initially inspect in accordance with Requirement 1 before 2500 hours time in service or within 100 hours time in service after 27 April 1995, which ever is the later. Re-inspect at intervals not to exceed 500 hours time in service.\n\n    2. If cracks are found as a result of Requirement 1 inspection, inspect in accordance with Requirement 2 before further flight. Re-inspect at intervals not to exceed 50 hours time in service.\n\n    3. Modify in accordance with Requirement 3 before further flight if cracks are found as a result of Requirement 2 inspection.\n\nModification in accordance with Requirement 2 cancels the inspection requirements of this AD.\n\nBackground: Reports have been received of cracking in the upper surface wing skin in the subject area. This AD will ensure that any problem is detected at an early stage and provides terminating repair/modification action.","sortOrder":0}],"analysis":{"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is a standard single-issue Airworthiness Directive focused on a specific structural defect in specific aircraft models. The scope remains tightly focused on the original safety concern (wing skin cracking) without expansion into unrelated areas."},"complexity_factors":["Multiple specific aircraft models listed with different service bulletins (3 separate SB references)","Tiered compliance structure: initial inspection → conditional follow-up inspection → conditional modification","Cross-reference to FAA AD 94-07-10 (US equivalent directive)","Time-based compliance calculations ('whichever is the later', 'not to exceed' intervals)","Technical aviation terminology requiring reference to external service bulletins for actual procedures"],"plain_english_summary":"This AD requires owners/operators of Fairchild Swearingen SA226/SA227 series aircraft to inspect the upper wing skin near the battery box and specific metal straps for cracking, perform dye-penetrant checks, and repair or modify the structure if cracks are found. It targets maintenance crews and operators because undetected cracking can compromise wing integrity; an approved modification stops the need for recurring inspections."},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This Airworthiness Directive is narrowly focused on detecting and repairing cracking in a specific wing skin area for identified Fairchild models. It does not broaden the regulatory scope beyond that original safety purpose: it prescribes inspections, conditional follow-up inspections, and a terminating modification consistent with the stated intent. There is no evidence in the text that the AD has grown beyond its original structural-safety objective."},"complexity_factors":["Three discrete requirements (visual inspection, dye-penetrant inspection, modification) with linked conditional sequencing","Multiple aircraft models listed in Applicability (several SA226/SA227 variants and CC/DC variants)","Cross-reference to multiple Fairchild Service Bulletins (SB 226-57-018, SB 227-57-005, SB CC7-57-002) rather than embedding procedural detail","Conditional inspection intervals with different triggers and frequencies (initial deadline, 500-hour recurrent interval, 50-hour interval after a crack finding)","Terminating action (modification) cancels earlier inspection requirements (a dependency that operators must track)","Reference to related FAA AD (94-07-10) adds an external cross-reference"],"plain_english_summary":"**What this directive does (mechanics)**\n\n- It requires operators of certain Fairchild (Swearingen) SA226 and SA227 series aeroplanes to inspect a specific area of the wing: the upper surface skin at the top aft outboard corner of the battery box (WS 81).\n- There are three required steps (see the AD’s \"Requirement\" section):\n  - Requirement 1: A visual inspection of the wing upper skin in the specified location for cracking.\n  - Requirement 2: A dye-penetrant (non-destructive) inspection of the edges of specified straps (part number 27-31130) for cracking, if further inspection is needed.\n  - Requirement 3: A modification of the upper wing skin following the manufacturer’s instructions (the referenced Fairchild Service Bulletin) as a repair/terminating action.\n- The AD tells operators exactly how to carry out each inspection or modification by cross-referencing the applicable Fairchild Service Bulletin (SB) paragraphs for inspection (subparagraph A), removal (subparagraph B) and installation (subparagraph C).\n\n**Who this affects**\n\n- Aircraft owners and operators of the listed Fairchild models (specific SA226 and SA227 variants and certain SA227-CC/DC models) named under the AD’s Applicability.\n- Maintenance organisations and certificated engineers who must perform the inspections and modifications according to the manufacturer’s Service Bulletin.\n\n**When and how often**\n\n- Initial visual inspection (Requirement 1) must be done before 2,500 hours time-in-service, or within 100 hours time-in-service after 27 April 1995, whichever is later.\n- Re-inspections after the initial visual check must occur at intervals not exceeding 500 hours time-in-service.\n- If cracks are found in the visual inspection, a dye-penetrant inspection (Requirement 2) must be performed before further flight and re-checked every 50 hours time-in-service until corrected.\n- If cracking is confirmed by the dye-penetrant inspection, the modification (Requirement 3) must be completed before further flight.\n- Completing the modification in accordance with Requirement 3 terminates (cancels) the ongoing inspection requirements of the AD.\n\n**Why it matters (official rationale and practical effect)**\n\n- The stated reason is that reports of cracking in this wing skin area were received. The AD’s purpose is to detect cracking early and to require a repair/modification that stops the need for repetitive inspection (the modification is the terminating action).\n\n**Who pays, who decides, and what changes**\n\n- Aircraft owners/operators pay: for labour, parts, downtime, and any recurring inspection costs until the modification is done.\n- The Civil Aviation Safety Authority enforces the AD; the manufacturer’s Service Bulletin sets the technical steps to be performed by qualified maintenance providers.\n- Behaviourally, operators must add routine inspections to maintenance schedules, act immediately if cracks are found (dye-penetrant test and then modification), and either absorb recurring inspection costs or perform the terminating modification.\n\n**Costs, incentives and trade-offs**\n\n- Direct costs: labour and materials for each inspection; if cracks are found, additional immediate labour and parts for dye-penetrant inspection and, if required, the modification. Also aircraft downtime (operational interruption) while inspections or modifications are done.\n- Incentives: because the modification cancels recurring inspections, operators have a strong incentive to carry out the terminating modification to avoid ongoing inspection cost and operational disruption.\n- Opportunity cost: time and funds spent on inspections/modification could have been used for other maintenance or operations (e.g. flight hours or other upgrades).\n- Implementation risk: correct compliance depends on following the specific SB paragraphs and competent performance by certified maintenance organisations; poor workmanship could leave a defect unaddressed.\n\n**Compliance burden and effects on businesses**\n\n- Compliance is operationally straightforward but time-sensitive: intervals (500 hours or 50 hours after a finding) impose recurring administrative tracking.\n- Maintenance organisations gain revenue from inspections and modifications; operators face increased maintenance bills and potential short-term grounding of aircraft if cracking is detected.\n- For smaller operators with limited spares or maintenance access, the directive could reduce aircraft availability more than for larger operators with in-house maintenance.\n- Secondary market effects: unaddressed or expensive-to-repair aircraft may be withdrawn from service or sold at lower prices; aircraft with the terminating modification may be more attractive to buyers.\n\n**Scope and substitution effects**\n\n- The AD targets a specific structural area and a limited set of aircraft models. Operators can either (a) comply repeatedly with inspections until they perform the terminating modification, or (b) do the modification sooner and avoid further inspections. In practice this creates a near-term choice between recurring inspection costs and a one-off modification cost.\n\n**Source-claimed purpose and testing it against costs**\n\n- The AD explicitly states its purpose is early detection of cracking and to require a terminating repair/modification (see the Background and Requirement 3). That purpose is mechanically achieved by: (a) prescribing inspection intervals designed to find cracks before they grow, and (b) mandating a specific modification that cancels the inspection cycle.\n- The AD’s cost is borne by operators and maintenance providers; the AD imposes no direct fiscal charge by the regulator but does impose operational and financial obligations on private parties.\n\n**Where to find the technical steps**\n\n- The AD requires operators to follow the detailed inspection and modification steps given in the applicable Fairchild Service Bulletin paragraphs cited in the AD (Accomplishment Instructions, subparagraphs A, B and C). The AD does not reproduce technical steps in full, it makes compliance contingent on following the SB.\n\n(References in this summary correspond to the AD’s Applicability, Requirement 1–3 and Compliance sections.)"}},"importantCases":[],"_links":{"self":"/api/acts/ad-swsa226-69-wing-upper-skin-at-ws-81","history":"/api/acts/ad-swsa226-69-wing-upper-skin-at-ws-81/history","analysis":"/api/acts/ad-swsa226-69-wing-upper-skin-at-ws-81/analysis","conflicts":"/api/acts/ad-swsa226-69-wing-upper-skin-at-ws-81/conflicts","importantCases":"/api/acts/ad-swsa226-69-wing-upper-skin-at-ws-81/important-cases","documents":"/api/acts/ad-swsa226-69-wing-upper-skin-at-ws-81/documents"}}