AD/CESSNA 340/25 Amdt 2 - Rudder Balance Weight Attachment Rib

Overview

The Civil Aviation Regulations 1998, enacted by the Australian Parliament, provide a framework for regulating civil aviation safety, including the issuance of airworthiness directives. One such directive, AD/CESSNA 340/25 Amendment 2, addresses the specific issue of rudder balance weight attachment rib cracking in certain Cessna 340 series aeroplanes. This amendment, effective from 9 October 1997, was introduced to rectify a problem identified in early production aircraft where the rudder balance weight attachment rib, part number 0831311-1, was prone to cracking. The policy objective of this directive is to ensure the continued airworthiness and safety of these aircraft by mandating regular inspections and the removal of the fibreglass rudder tip cap to visually inspect for cracks. This amendment extends the inspection interval to a maximum of 120 hours of time in service, reflecting the need to accommodate approved systems of maintenance.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, outlines a schedule of airworthiness directives which pertain to the maintenance and operation of aircraft within the Commonwealth of Australia. One such directive, AD/CESSNA 340/25 Amendment 2, focuses on the inspection of rudder balance weight attachment ribs for specific Cessna 340 series aeroplanes. This directive applies to Cessna model 340 aeroplanes with serial numbers ranging from 340-0001 to 340-0555, as well as model 340A aeroplanes with serial numbers from 340A0001 to 340A1521, provided these aircraft do not already have the improved rudder balance weight rib part number 5331004-2 installed. This directive is instrumental in ensuring the safety and airworthiness of these aircraft by requiring the removal of the fibreglass rudder tip cap to visually inspect the rudder balance weight rib, part number 0831311-1, for any signs of cracking. The inspection must be completed before the next maintenance release after 9 October 1997 and subsequently at intervals not exceeding 120 hours of time in service. The directive, which became effective on 9 October 1997, aims to address early production issues where cracking was detected in the rudder balance weight attachment rib, while aircraft with the improved part should continue to be inspected as part of their routine maintenance.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39, Section 105, pertains to airworthiness directives for the Cessna 340 Series Aeroplanes, with Amendment 2 focusing on the Rudder Balance Weight Attachment Rib. The directive applies to Cessna model 340 aircraft with serial numbers ranging from 340-0001 to 340-0555 and model 340A aircraft with serial numbers ranging from 340A-0001 to 340A-1521, provided they do not have the rudder balance weight rib part number 5331004-2 installed. The key requirement under this directive is to remove the fibreglass rudder tip cap and visually inspect the rudder balance weight rib, part number 0831311-1, for any signs of cracks. This inspection is mandated to be carried out before the next maintenance release following 9 October 1997, and subsequently, it must be repeated at intervals not exceeding 120 hours of time in service. The obligations under this airworthiness directive are clear and specific. Operators of the affected Cessna 340 and 340A aircraft must ensure that the inspection of the rudder balance weight rib is conducted by qualified personnel. The inspection must be thorough and include the removal of the fibreglass rudder tip cap to visually assess the rib for cracks. This inspection is not only required at the time of the next maintenance release post 9 October 1997 but must continue to be performed at regular intervals not exceeding 120 hours of time in service thereafter. Additionally, operators must maintain records of these inspections to demonstrate compliance with the directive. Failure to adhere to the requirements of this airworthiness directive can lead to serious consequences. Under the Civil Aviation Regulations, non-compliance with an airworthiness directive can result in the aircraft being deemed unairworthy, which can lead to grounding of the aircraft. Furthermore, operators who fail to comply with airworthiness directives can face penalties under the Civil Aviation Act 1988. The maximum penalty for contravening airworthiness directives can include substantial fines and, in severe cases, imprisonment. Additionally, non-compliance can result in the suspension or revocation of the operator’s certificate of airworthiness, which would severely impact their ability to conduct commercial flight operations.