COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Mitsubishi MU-2 Series Aeroplanes
AD/MU-2/43 Autopilot/Electric Trim Switch Standardisation 13/89
Applicability: All models fitted with Bendix model M-4C or M-4D autopilots and/or Bendix electric trim system.
Requirement: 1a. For MU 2B-30 and -35 model aeroplanes manufactured under TC A2PC equipped with a Japanese Civil Airworthiness Board (JCAB) approved Bendix M-4C autopilot; action in accordance with MHI Service Bulletin No 206.
1b. For all other MU 2B model aeroplanes equipped with an FAA approved installation of the Bendix M-4C or M-4D autopilots; action in accordance with MHI SB No 066/22-006.
2. For MU 2B-35 and -36 model aeroplanes with Bendix autopilots installed in accordance with STC SA1693SW and MU 2B-35, -36A, and -60 model aeroplanes with Bendix M-4D autopilots installed in accordance with approved MAI data, fabricate and install a permanent red coloured placard in full view of the pilot using white coloured letters of a minimum of 0.10 inches in height which state:
“COUPLED AUTOPILOT APPROACHES BELOW 125 KIAS OR 300 FEET AGL NOT PERMITTED.”
Note 1: FAA AD 88-13-01 and JCAB AD TCD 2856-87 refer.
Note 2: The serial number of aeroplanes manufactured in the United States by Mitsubishi (MAI) under TC A10SW are suffixed by “SA”. The serial numbers of aeroplanes manufactured in Japan by Mitsubishi Heavy Industries, Inc (MHI) under TC A2PC have no suffix.
Compliance: Prior to 31 March 1990.
Background: This AD resulted from a request by the National Transportation Safety Board (US) who while investigating a number of fatal MU 2B accidents, concluded that pilots were becoming confused in the operation of the interrupt/disconnect switches for the electric pitch trim and autopilot systems.
Overview
The Mitsubishi MU-2 Series Aeroplanes Autopilot/Electric Trim Switch Standardisation AD/MU-2/43, introduced as part of the Civil Aviation Regulations 1998, was enacted to address safety concerns related to the operation of the autopilot and electric trim systems in MU-2 series aeroplanes. This legislative instrument was developed in response to a recommendation by the National Transportation Safety Board (US) following investigations into fatal accidents involving Mitsubishi MU-2 aeroplanes. The aim of this directive is to standardise the operation of the autopilot and electric trim switches to prevent confusion among pilots, thereby enhancing flight safety. The requirement outlines specific actions for different MU-2 models based on their autopilot and trim system configurations, including the installation of placards and adherence to service bulletins. Compliance with these directives was mandated to be achieved prior to 31 March 1990.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105 Civil Aviation Safety Authority Schedule of Airworthiness Directives, addresses the applicability and requirements for Mitsubishi MU-2 Series aeroplanes concerning autopilot and electric trim switch standardisation. This directive applies to all models of Mitsubishi MU-2 aeroplanes equipped with Bendix model M-4C or M-4D autopilots and/or Bendix electric trim systems. For MU 2B-30 and -35 models manufactured under TC A2PC and fitted with a Japanese Civil Airworthiness Board (JCAB) approved Bendix M-4C autopilot, compliance must be in accordance with Mitsubishi Heavy Industries Service Bulletin No 206. Other MU 2B model aeroplanes with FAA approved installations of the Bendix M-4C or M-4D autopilots must adhere to Mitsubishi Heavy Industries Service Bulletin No 066/22-006. Additionally, MU 2B-35 and -36 models with Bendix autopilots installed under STC SA1693SW and MU 2B-35, -36A, and -60 models with Bendix M-4D autopilots installed under approved MAI data must feature a permanently installed red placard with white letters stating a specific warning about autopilot coupling during approaches. The directive mandates compliance by 31 March 1990, following investigations by the National Transportation Safety Board (US) that identified confusion among pilots as a contributing factor in several fatal accidents.
Key Provisions
The Civil Aviation Regulations 1998, under Part 39 - 105, specifies the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, which includes AD/MU-2/43 concerning Mitsubishi MU-2 series aeroplanes. This directive mandates specific actions for autopilot and electric trim systems in certain models. For MU 2B-30 and -35 models equipped with a Japanese Civil Airworthiness Board (JCAB) approved Bendix M-4C autopilot, the required action is detailed in Mitsubishi Heavy Industries (MHI) Service Bulletin No 206 (section 1a). For all other MU 2B models with FAA-approved installations of Bendix M-4C or M-4D autopilots, the action is outlined in MHI Service Bulletin No 066/22-006 (section 1b). Furthermore, for MU 2B-35 and -36 models with Bendix autopilots installed per STC SA1693SW, and MU 2B-35, -36A, and -60 models with Bendix M-4D autopilots installed under approved MAI data, a permanent red placard must be fabricated and installed. This placard must be visible to the pilot, with white lettering at least 0.10 inches high, stating "COUPLED AUTOPILOT APPROACHES BELOW 125 KIAS OR 300 FEET AGL NOT PERMITTED" (section 2).
The obligations imposed by this directive require operators of the specified Mitsubishi MU-2 aeroplanes to ensure compliance with the outlined actions by 31 March 1990. This includes adhering to the instructions in the relevant service bulletins and installing the specified placards to prevent confusion during flight operations. Operators must ensure that their maintenance and inspection procedures align with these directives to maintain the airworthiness of the aircraft. Failure to comply with these requirements can result in the aircraft being deemed unairworthy, potentially leading to grounding and regulatory action.
Breaching the requirements set forth in AD/MU-2/43 can result in significant legal and operational consequences. The primary risk is the potential for the aircraft to be deemed non-compliant with airworthiness standards, which could lead to the issuance of an airworthiness certificate being suspended or revoked by CASA. Additionally, operators may face civil penalties, including fines and other monetary penalties. In cases where non-compliance results in an accident or incident, criminal charges may be pursued against the responsible parties, with potential imprisonment for individuals found guilty of negligence or willful violation of the regulations. The maximum penalties for such offences can vary, but they are intended to enforce strict adherence to safety directives to protect public safety.