AD/CESSNA 205/24 - Alternate Static Air Source Valve

The central concept is the “alternate static air source selector valve” - a component that allows the pilot to select an alternative source of static air pressure for the flight instruments (altimeter, airspeed indicator, vertical speed indicator) if the primary static port is blocked. The affected part is identified by part number 2013142-18. This part replaced earlier parts (P/N 2013142-9, -13, and -17) as a serviceable replacement. The AD focuses on a specific defect: the part number identification placard was installed on the valve body in such a way that it covers the port - the inlet hole through which static air enters the valve. This is a manufacturing quality control failure that occurred Cessna during a limited production window between 20 November 2007 and 18 February 2008.

The AD uses two types of inspection. The first is a “records inspection” - examining the aircraft’s maintenance records to determine whether the specific part number was installed after 19 November 2007. This can be accomplished by the operator provided they hold at least a private pilot licence. The second is a “physical inspection” of the valve itself, which involves adjusting the pilot and copilot seats as far aft as possible and using a flashlight and mirror to visually confirm that the port on the forward end of the valve is clearly visible and not covered by the placard. This physical inspection is required either if the records indicate the part was installed, or if the operator elects to skip the records check and inspect the valve directly. If the port is obstructed, the placard must be removed and discarded - the AD does not allow for repositioning the placard, only removal.

Another key concept is the “effective date” and the “compliance times.” The AD becomes effective on 13 May 2008. For requirements 1, 2, and 3 (determination and inspection), compliance is “before further flight after the effective date,” meaning the first flight on or after 13 May 2008 must not occur until the inspection is complete. Requirement 4 (removal of placard if obstructed) also requires completion before further flight after the Requirement 1 inspection. Requirement 5 (inspection of any part installed on or after the effective date) is a continuing obligation: as of the effective date, any new installation of P/N 2013142-18 must be inspected before installation.

The AD also references FAA AD 2008-10-02 (Amdt 39-15508), which is the underlying US airworthiness directive that prompted CASA’s action. This is typical for CASA ADs that adopt FAA directives for aircraft originally certificated in the United States. The CASA AD varies the inspection requirements by allowing the operator to perform the records check - a relaxation compared to the FAA AD, which likely requires a more burdensome process. The note in the AD explicitly states that CASA has varied the inspection requirements to allow the operator to determine if a P/N 2013142-18 selector valve has been installed since 19 November 2007. This variance reduces compliance costs for operators who can demonstrate through records that their aircraft never received the affected part.

The primary persons affected are the registered operators of Cessna 210-5 (205) aeroplanes of all serial numbers, as listed in Table 1 of the AD. The AD applies only if the aeroplane “could have had” the affected part installed as a replacement part or from parts held as spares. Because the part was produced in limited numbers and shipped to the field, any operator of a 210-5 (205) who has performed maintenance involving the alternate static air source valve after 19 November 2007 could be affected. This includes both commercial and private operators. The AD does not distinguish between aircraft used for private pleasure, flight training, charter, or aerial work - all are captured equally.

The next group affected is maintenance organisations and licensed aircraft maintenance engineers (LAMEs) who may be asked to perform the physical inspection or the placard removal. They must be familiar with the AD and ensure compliance. Parts suppliers and stockists who hold P/N 2013142-18 as inventory are also affected because the AD requires inspection of any such part before installation on or after the effective date. This means parts that are still in the supply chain and have not been corrected at the factory must be inspected before being fitted to an aircraft. Cessna itself is indirectly affected because the AD creates liability for the defective manufacturing, but the AD does not impose any duties on the manufacturer directly; it only addresses aircraft in service.

Future purchasers of affected aeroplanes are affected because the AD is a one-time action, but the compliance status should be recorded in the maintenance records. A buyer should verify that the AD has been accomplished before taking delivery. The AD also imposes a burden on any entity that manages or controls aircraft operations, such as flying clubs, syndicates, and leasing companies, because they must ensure that the aircraft is not flown until the inspection is completed. The role of the “operator” is central: the AD permits the operator (if they hold a private pilot licence) to perform the records check, but the physical inspection does not have a stated qualification requirement. This means that a private operator could theoretically perform the physical inspection themselves, but practical liability and insurance considerations may lead them to contract a LAME anyway.

The AD also indirectly affects spare parts inventory management. If a maintenance organisation has P/N 2013142-18 in stock (as a spare), they must inspect those parts before use. This may require auditing stock to determine the date of manufacture and whether the part is from the defective batch. Parts manufactured outside the 20 November 2007 to 18 February 2008 window may be presumed safe, but the AD does not provide a list of serial numbers or date ranges; it only says “manufactured between 20 November 2007 and 18 February 2008” in the background. However, the requirement is triggered by the part number itself, not the manufacture date, so any P/N 2013142-18 must be inspected regardless of its fabrication date if it was installed after 19 November 2007. The background’s date range is informative but not definitive in the operative text.

The AD imposes several duties. The primary duty is on the operator: before the first flight on or after 13 May 2008, the operator must ensure that the requirements are complied with. This duty can be discharged in one of two ways: either by inspecting the valve directly (Requirement 3) or by inspecting the maintenance records to determine if the affected part was installed after 19 November 2007 (Requirement 1.b). If the records show no such installation, the duty is satisfied and no further action is required. If the records indicate that P/N 2013142-18 was installed, then the operator must proceed to the physical inspection (Requirement 3). The operator also has a duty to ensure that if the port is obstructed, the placard is removed before further flight (Requirement 4). Additionally, if any person installs a P/N 2013142-18 on or after the effective date, there is a duty to inspect it before installation (Requirement 5).

The AD also gives specific rights. The most significant right is the right of the operator (provided they hold at least a private pilot licence) to perform the records check and certify the determination themselves, without requiring a LAME or an Approved Maintenance Organisation (AMO) to do it. This is a variance from the usual requirement for maintenance tasks to be carried out by certified personnel. However, this right is limited to the records inspection; the physical inspection and any placard removal are not explicitly exempted from the usual maintenance rules. The AD does not specify who may perform the physical inspection, which creates ambiguity. In practice, the physical inspection may be considered a “maintenance” task under the Civil Aviation Safety Regulations 1998 (CASR), and thus may require a LAME or an AMO unless the AD itself grants an exemption. The absence of an explicit qualification for the physical inspection could be interpreted either as an exemption (allowing any person to do it) or as a gap that leaves the usual CASR requirements in place. The safer interpretation is that the physical inspection and placard removal are maintenance actions that require appropriate certification unless the AD otherwise provides, which it does not.

Another right is the right to choose between the two pathways (records inspection or direct physical inspection) for Requirement 1. The operator can elect which path to follow, based on the availability of records and the risk of non-compliance. The AD also gives the operator the right to delegate the task to a maintenance provider, although the provider must comply with the same duties. The AD does not prescribe any form of record-keeping beyond what is implicit in the CAO 100.7 or Part 43 of CASR. However, practical compliance requires that the results be noted in the aircraft’s maintenance log or technical record. The right to discard the placard without replacement implies that the valve will no longer have a part number placard, but the AD does not require the part number to be re-identified elsewhere. This may conflict with other regulations requiring part marking for traceability, creating a potential secondary issue.

The AD is issued under the Civil Aviation Act 1988 and the Civil Aviation Safety Regulations 1998. Non-compliance with an Airworthiness Directive is a serious breach of airworthiness requirements. Operating an aircraft that is not in compliance with an applicable AD renders the aircraft unairworthy. Under regulation 42.10 of CASR (as it stood in 2008), it is an offence to operate an aircraft that is not maintained in accordance with the maintenance requirements, which include compliance with ADs. The penalty for operating a non-airworthy aircraft can include fines of up to $11,000 for an individual or $55,000 for a body corporate, as per the Civil Aviation Act at the time. Additionally, the aircraft may be grounded by CASA or by a CASA authorized person, and a direction may be issued prohibiting further flight until compliance is achieved. Enforcement is typically carried out by CASA’s Regulatory Services Group, which may conduct spot checks, audits, or react to reports from maintenance providers or members of the public.

The AD itself does not specify penalties, but it incorporates by reference the enforcement mechanisms of the primary legislation. For the operator, the most immediate penalty is the inability to fly the aircraft. If a pilot attempts to fly an aircraft that has not complied with the AD and is involved in an incident, the non-compliance could be used as evidence of negligence or breach of duty of care in civil proceedings. For maintenance providers, failing to properly advise a client of AD compliance requirements or improperly certifying compliance could lead to disciplinary action by CASA, including suspension or cancellation of approvals, as well as fines.

The AD also creates an exposure to liability for the part manufacturer, Cessna, but the AD does not directly regulate the manufacturer. The enforcement focus is on the aircraft operator and maintainer. Because the compliance timeline is before further flight, the cost of non-compliance is immediate grounding, which serves as a strong incentive. The AD does not provide for extensions or alternative means of compliance; any such relief would need to be sought from CASA under regulation 11.055 of CASR (as it applied at the time). The note referencing FAA AD 2008-10-02 suggests that CASA may accept compliance with the FAA AD as meeting the requirements, but the CASA AD varies the inspection requirements slightly, so operators must ensure they comply with the CASA version unless they have obtained a specific approval.

The AD interacts primarily with the Civil Airworthiness Regulations and the Civil Aviation Safety Regulations. Specifically, it is issued under the authority of Part 39 of CASR (as it existed in 2008), which empowers CASA to issue ADs. These ADs are mandatory and must be complied with regardless of other maintenance programs. The AD also references FAA AD 2008-10-02, which is a foreign airworthiness directive. For aircraft that are type-certificated in the United States and operated under a reciprocal recognition agreement, CASA often adopts FAA ADs with or without variation. The CASA AD varies the FAA AD by allowing the operator to perform the records check, which may represent a relaxation of the FAA AD’s requirement. Operators who are also subject to FAA regulations (e.g., aircraft registered in the US but operated in Australia) would need to check both directives.

The AD interacts with the general maintenance regulations, including CAR 1988, Part 43 of CASR (Maintenance of aircraft), and CAO 100.7 (Maintenance of aircraft - general). The physical inspection of the valve and the removal of the placard are likely to be classified as simple maintenance tasks. However, the AD does not specify the required certification for the physical inspection. Under normal maintenance rules, any task that involves removing or replacing a part or altering a system must be carried out by a LAME or under an AMO approval, unless the task is explicitly listed as a pilot maintenance task in CAO 100.7. The AD does not list the specific task as pilot maintenance, so the default rules apply. The records check (Requirement 1.b) is explicitly permitted to be done by the operator holding a private pilot licence, which is an exception to the usual rule that only a LAME can certify maintenance records. However, note 2 states that the “inspection and determination may be accomplished and certified for by the aeroplane operator” - the word “certified” suggests that the operator can sign off the records check, but not necessarily the physical inspection.

The AD also interacts with the Airworthiness Management System under Subpart 42.M of CASR. Each aircraft must have a continuing airworthiness management arrangement, and the entity responsible (the registered operator or a contracted organisation) must ensure ADs are included in the maintenance schedule. This AD would need to be incorporated into the operator’s system for tracking mandatory actions. For an aircraft that has been maintained by multiple organisations, the records check may require reviewing logs from several sources, which could be time-consuming. The AD does not provide a grace period; the before further flight compliance means the AD is effectively immediately effective upon publication.

The source text provides no indication of any amendments to this AD. The document is dated 6 May 2008 and becomes effective 13 May 2008. It is a stand-alone directive. There is no information in the source about any subsequent amendments, supersessions, or extensions. The note references FAA AD 2008-10-02, but that is a separate instrument. The CASA AD itself appears to be an original directive. If any amendments were made later, they are not reflected in the source provided. In typical practice, ADs may be amended to extend compliance times, add new models, or clarify requirements. However, based solely on the source, no amendment history can be stated. The analyst should note that the user provided only this single document, so the analysis is limited to its text. The AD number is AD/CESSNA 205/24, which suggests it is the 24th AD for that type. The reference “7/2008 TX” likely indicates the CASA Airworthiness Bulletin or a reference number, but not an amendment.

The source does not mention any litigation related to this AD. No court cases, appeals, or enforcement actions are cited. It is possible that the AD was complied with without legal challenge, or that any litigation that occurred is not referenced in the directive itself. Given the minor nature of the corrective action (removing a placard), it would be unusual for litigation to arise solely over this AD. However, there may have been disputes about responsibility for the cost of inspection or grounding. The AD does not allocate costs; presumably the operator bears them. Without a source, no litigation history can be stated. The analyst should not speculate. The response must reflect only what is in the source; thus, the section will simply note that no litigation history is provided in the instrument.

Several aspects of the AD may catch operators unaware. The first is the before further flight requirement. The effective date is 13 May 2008. If an operator reads the AD on 14 May after having flown earlier that day, they are already in breach. The compliance clock starts at midnight on the effective date. Any flight on or after that date must have the inspection completed beforehand. There is no transition period.

The second gotcha is the ambiguity regarding who can perform the physical inspection (Requirement 3). Although note 2 allows the operator to perform the records check, the physical inspection is not similarly relaxed. Some operators may assume they can do the physical inspection themselves because the AD does not say “licensed engineer required.” However, under CASR, any action that involves disassembly or removal of a part typically requires a LAME. The removal of the placard (Requirement 4) is a maintenance action. If an operator removes the placard without a LAME and signs off the AD, they may face later enforcement if the task is not properly certified. Maintenance providers may refuse to accept the logbook entry and require a re-inspection.

The third gotcha is the discarding of the placard. The AD says to remove the placard from the valve body and discard it. This means the valve will no longer carry any part number identification. If the valve needs to be identified later, the operator may not know it is P/N 2013142-18 without consulting maintenance records. The AD does not require any re-marking of the part. This could cause confusion during future maintenance or resale. The operator might want to attach a new placard or mark the part in accordance with an approved method, but the AD does not facilitate that.

The fourth gotcha is the broad applicability. The AD applies to “aeroplanes that could have had the affected part installed as a replacement part or from parts held as spares.” This covers any aircraft of the model that has ever been in a shop where the part might have been used, even if the records seem clean. An operator who only performs a records check and finds no replacement might be tempted to skip the physical inspection. But if the records are incomplete or inaccurate, the operator is still at risk. The AD places the burden of proof on the operator. If CASA later discovers that the part was installed and the inspection was not done, the operator would be liable.

The fifth gotcha is the effective date for Requirement 5: any installation of P/N 2013142-18 on or after the effective date must be inspected before installation. This means that if an operator buys a second-hand part that looks new but is from the defective batch, and installs it without inspection, they will be in breach. The AD does not exempt parts that have been previously fitted and removed, nor does it provide a method to identify the defective batch beyond the placard location. The only definitive way to comply is to physically inspect the port before installation.

Compliance with this AD can be broken into a step-by-step process. Step 1: Confirm that the aircraft is a Cessna 210-5 (205) of any serial number, as per Table 1. Step 2: Determine whether the alternate static air source selector valve, P/N 2013142-18, has been installed on that aircraft after 19 November 2007. This can be done in two ways: (a) check the aircraft’s maintenance records; or (b) physically inspect the valve. The records check can be performed by the operator if they hold at least a private pilot licence. They should look for any logbook entry showing replacement of the valve with P/N 2013142-18 after 19 November 2007. If no such entry exists, the AD is complied with and no further action is needed. The operator should note in the records that the AD has been reviewed and no action required. If the records are incomplete or unavailable, the operator must proceed to the physical inspection.

Step 3: If the records indicate that the part was installed, or if the operator chooses the physical inspection pathway, perform the physical inspection as per Requirement 3. Adjust the pilot and copilot seats as far aft as possible. Use a flashlight and mirror to visually examine the forward end of the alternate static air source selector valve. Check whether the port (the inlet hole) is clearly visible. If the port is visible and not covered by the part number identification placard, the inspection is passed. If the placard is covering the port, proceed to Step 4.

Step 4: Remove the placard from the valve body. Discard it. Ensure that the port is open and unobstructed. Document the removal in the maintenance records, including the date, the AD reference, and the action taken. The AD does not specify how to certify this action; typical practice is to have a LAME sign off the logbook entry. While the AD does not require a LAME for the physical inspection, it is advisable to use one to avoid regulatory uncertainty. If the operator uses a LAME, the LAME will also be able to verify the airworthiness of the valve.

Step 5: For any installation of P/N 2013142-18 that takes place on or after the effective date of 13 May 2008, perform the physical inspection (Requirement 3) on the valve before installing it. Do not install the valve if the placard obstructs the port; instead, remove the placard as per Requirement 4 before installation, or obtain a corrected part.

Step 6: Maintain a permanent record of compliance. The aircraft’s maintenance log should contain an entry referencing AD/CESSNA 205/24, the date of the inspection, the method used (records check or physical inspection), the finding, and any corrective action. If the records check was used and no action needed, note that. If the placard was removed, detail that. The entry should be signed by the person performing the task, and if that person is not a LAME, they should attach a reference to note 2 of the AD to demonstrate their authority for the records check. The physical inspection and placard removal are best signed by a LAME to ensure acceptance by future inspectors.

The compliance is a one-time event. There is no recurring requirement. However, if the aircraft later receives another P/N 2013142-18 from spare stock, the pre-installation inspection must be done again. Operators should also check any spare parts they hold to ensure that any P/N 2013142-18 in inventory is inspected before use, or they should return the parts to Cessna for correction. The AD does not require reporting to CASA unless CASA requests it. The operator should retain the records for the life of the aircraft as per standard maintenance record retention rules.