AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/GAF-N22/2 Amdt 2 and issues the following AD under subregulation 39.1 (1) of CAR 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.
GAF N22 and N24 Series Aeroplanes
AD/GAF-N22/2
Amdt 3
Retirement Lives - Fatigue Critical Components 3/2003
Applicability: All models N22 and N24 Series.
Requirement: The following components shall be retired from service at or before the times specified below:
Wing Strut Lower End Fittings 14,000 hours
Wing Strut Upper End Fittings 14,400 hours
Stub Wing Strut Pick Up Fitting 18,400 hours
Stub Wing Front Spar Assembly 25,000 hours Compliance: Forthwith.
Note: The above lives are subject to revision on receipt of further data from the manufacturer covering strain measurements and full scale fatigue testing.
This Amendment becomes effective on 20 March 2003.
Background: Preliminary results from the wing full-scale fatigue test being carried out by the manufacturer have shown a need to include the stub wing front spar assembly in the life limitation schedule. Additional test data has shown that the life restriction placed on the flap inboard control tube assembly can be removed from the life schedule.
Amendment 3 increases the wing strut upper end fitting mandatory life from 14000 hours to 14400 hours.
Amendment 2 of this Airworthiness Directive became effective on 31 March 1982.
GAF N22 and N24 Series Aeroplanes
AD/GAF-N22/2 Amdt 3 (Continued)
Amendment 1 of this Airworthiness Directive became effective on 31 March 1981.
The original issue of this Airworthiness Directive became effective on 29 August 1975.
David Alan Villiers
Delegate of the Civil Aviation Safety Authority 28 January 2003
The above AD is notified in the Commonwealth of Australia Gazette on 26 February 2003.
Overview
The Civil Aviation Safety Authority (CASA) issued the Airworthiness Directive (AD) AD/GAF-N22/2 Amdt 3 on 28 January 2003, revoking the previous Amendment 2 and amending the original AD issued on 29 August 1975. This directive applies to all GAF N22 and N24 series aircraft and aims to address safety concerns by specifying mandatory retirement times for certain fatigue critical components to prevent potential in-service failures. The AD became effective on 20 March 2003, requiring immediate action upon its notification in the Commonwealth of Australia Gazette on 26 February 2003. The directive was issued under the authority of the Civil Aviation Regulations 1998, reflecting CASA's commitment to ensuring the airworthiness and safety of aircraft in Australia.
Scope and Application
The Airworthiness Directive (AD) issued under subregulation 39.1 (1) of the Civil Aviation Regulations 1998 applies specifically to all models of GAF N22 and N24 Series aeroplanes. The AD mandates the retirement of certain fatigue critical components at specified flight hour thresholds to ensure continued airworthiness and safety. The components in question include the wing strut lower end fittings, the wing strut upper end fittings, the stub wing strut pick-up fitting, and the stub wing front spar assembly, each with distinct retirement limits ranging from 14,000 to 25,000 flight hours. The directive requires these components to be retired immediately upon reaching the designated flight hour limits, with adjustments to be made based on future data from the manufacturer concerning strain measurements and full-scale fatigue testing. This AD is applicable throughout the Commonwealth of Australia and supersedes previous amendments, with the most recent amendment becoming effective on 20 March 2003. The directive aims to correct unsafe conditions identified through ongoing testing and evaluation, ensuring compliance with civil aviation safety standards.
Key Provisions
This legislative instrument revokes the previous Airworthiness Directive AD/GAF-N22/2 Amendment 2 and introduces Amendment 3 under the Civil Aviation Regulations 1998 (CAR 1998). Specifically, the Airworthiness Directive (AD) mandates that certain components of the GAF N22 and N24 series aeroplanes must be retired from service before reaching specific flight hour thresholds to address fatigue-related concerns (Section 3). The applicable components include the wing strut lower end fittings, wing strut upper end fittings, stub wing strut pick-up fitting, and stub wing front spar assembly. The mandated retirement times are set at 14,000 hours for the wing strut lower end fittings, 14,400 hours for the wing strut upper end fittings, 18,400 hours for the stub wing strut pick-up fitting, and 25,000 hours for the stub wing front spar assembly (Section 3). Compliance with this directive is required immediately, as indicated by the term "forthwith" in the directive (Section 3).
This AD imposes specific obligations on the owners and operators of GAF N22 and N24 series aeroplanes. They must ensure that the specified components are inspected and, if necessary, replaced or retired from service before reaching the prescribed flight hour limits (Section 3). These obligations extend to adhering to any future revisions to the flight hour limits based on additional data received from the manufacturer, which may result from ongoing strain measurements and fatigue testing (Section 3). Furthermore, operators must ensure that all modifications and retirements are performed in accordance with the instructions provided in the AD (Section 3).
Failure to comply with the requirements of this AD may result in civil or criminal consequences. Although the specific penalties are not detailed in the text, under the Civil Aviation Act 1988 and associated regulations, non-compliance with airworthiness directives can lead to enforcement actions by the Civil Aviation Safety Authority (CASA). These actions may include fines, enforcement notices, and in severe cases, prosecution. The exact penalties would depend on the specific nature and extent of the non-compliance, as well as any associated risks to aviation safety. The directive emphasises the necessity of immediate action to ensure the continued airworthiness and safety of the affected aircraft (Section 3).