AD/Robin/32 Amdt 1 Wing Internal Inspection (Cth)

AIRWORTHINESS DIRECTIVE

On the effective date specified below, and for the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/ROBIN/32 and issues the following AD under subregulation 39.001(1) of CASR 1998.  The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.

Robin Aviation Series Aeroplanes

AD/ROBIN/32 Amdt 1 Wing Internal Inspection 3/2006

Applicability:

All HR100 series, HR200 series, R1000 series, and R2000 series aircraft.

Requirement:

For HR200/R2000 series aircraft which are maintained to a maintenance programme based on the manufacturer’s Maintenance Schedule Issue 3, dated October 1998, or later revision:

Inspect the aircraft records to establish the most recent occasion when the undercarriage was removed to permit inspections of the local wing structure.  For aircraft on which this inspection has been carried out within the last six years or the aircraft itself is less than six years old, no further action is required provided they continue to be maintained to a maintenance programme based on the manufacturer’s Maintenance Schedule Issue 3, dated October 1998, or later revision.

For all other aircraft:

Inspect the wing spar web and upper and lower boom angles for corrosion as follows:

1.    Remove the main landing gear legs in accordance with Maintenance Manual instructions.

2.    Remove all wing access panels.  Robin HR100 aircraft were required to introduce four access panels in accordance with Robin Service Bulletin No. 163R1 by the original issue of this Directive.

3.    Inspect the visible parts of the spar web and upper and lower boom angles.

4.    If corrosion is found, treat in accordance with Avions Pierre Robin Service Letter No. 19 and Service Bulletin No. 99, and inspect the front face of the spar for corrosion and apply similar treatment.  It may be necessary to cut inspection holes or remove the wing to achieve this.  The inspection holes must be repaired to a manufacturer’s approved repair scheme.

5.    Corrosion found to exceed the limits specified in Service Letter No. 19 will require repair to a manufacturer’s approved repair scheme.

Note 1:  European Aviation Safety Agency (EASA) AD 2005-0028 refers.

Note 2:  Avions Pierre Robin Service Letter No. 19, Service Bulletin No. 99, and Robin Service Bulletin No. 163R1 refer.

Compliance:

Either before the accumulation of a total of 5.5 years from the date of manufacture; or,

If more than 5 years have elapsed since date of manufacture, not later than 6 months after 16 March 2006, unless accomplished within the last 24 months, in which case within 24 months of that date.

Repeat the inspection at intervals not to exceed 24 months for all aircraft except those provided for below.

Replacement of the spars temporarily terminates the need for repetitive inspections, which must be resumed before the accumulation of a total of 5 years from the date of replacement.  For HR200/R2000 series aircraft which are maintained according to a maintenance programme based on the manufacturer’s Maintenance Schedule Issue 3, dated October 1998 or later revision, no further action is required provided they continue to be maintained according to that programme.

This Amendment becomes effective on 16 March 2006.

Background:

Several occurrences have shown that the Robin series of aircraft are highly susceptible to corrosion of wing spar web and boom angles.

Corrosion of the wing spars may not be detected by normal maintenance practices on these aircraft due to access for inspection being difficult.  Corrosion may therefore develop unchecked, leading to an unsafe condition and ultimately a catastrophic failure of the wing.

Amendment 1 is issued in response to a new EASA AD, which was issued because the existing state of design AD does not address all affected types of a similar design.

David Villiers
Delegate of the Civil Aviation Safety Authority

2 February 2006