COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Partenavia P68 Series Aeroplanes
AD/P68/42 Wing Upper Skin Stringers 2/96
Applicability: All P68 series aircraft up to S/N 400 inclusive.
Requirement: 1. Modify and inspect the wing and engine nacelle between ribs 6 and 8 in accordance with paragraphs 2.1 and 2.2 of Partenavia Service Bulletin No 93.
2. Modify and inspect the wing upper surface between ribs 6 and 8 in accordance with paragraphs 2.3 and 2.4 of Partenavia Service Bulletin No 93.
Compliance: 1. Action in accordance with Requirement 1 before 100 hours time in service after 1 February 1996 or before 500 hours time in service, whichever occurs later. Re- inspect at intervals not to exceed 300 hours time in service until modified in accordance with Requirement 2.
For aircraft modified in accordance with Requirement 2, re-inspect at intervals not to exceed 500 hours time in service.
2. Action in accordance with Requirement 2 before further flight if cracked stringers are found during inspection in accordance with Requirement 1. Re-inspect at intervals not to exceed 2000 hours time in service.
Background: Several cases of cracking of the wing upper skin stringers have been reported to the manufacturer. On one aircraft in Australia, during re-assembly after inspection in accordance with AD/P68/28, all four stringers were found to be cracked on both sides of the wing. This Directive requires installation of access panels for inspection and replacement of all stringers if any are found cracked.
Overview
The Civil Aviation Safety Authority (CASA) issued Airworthiness Directive AD/P68/42 as part of the Civil Aviation Regulations 1998 to address issues of structural integrity related to the wing upper skin stringers in Partenavia P68 series aeroplanes. This directive was enacted in response to reported instances of cracking in the wing upper skin stringers, with a significant case in Australia where all four stringers were found to be cracked. The objective is to ensure the continued airworthiness and safety of the aircraft by requiring modifications and inspections to prevent potential structural failure. Compliance with the directive involves specific modifications and inspections to be performed within defined timeframes to address and mitigate the identified risk.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, which pertains to the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, encompasses directives that ensure the safety and airworthiness of aircraft operating within Australia. This particular directive, AD/P68/42, applies to all Partenavia P68 series aeroplanes with serial numbers up to 400 inclusive. The directive mandates specific modifications and inspections of the wing upper skin stringers between ribs 6 and 8 to address reported cases of cracking, ensuring that the aircraft remain safe for operation. Compliance with these requirements is mandatory for all affected aircraft, with specific timelines for inspections and modifications based on the aircraft's time in service. The directive applies nationally, ensuring uniform safety standards across all states and territories within Australia. The directive is intended to address specific safety concerns and does not exclude any aircraft within the specified serial number range from its scope. Subordinate instruments may further detail the procedures and compliance requirements to ensure thorough and consistent application of the directive.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39 - 105, addresses the safety directives for certain aircraft types, including the Partenavia P68 Series Aeroplanes. Under the Schedule of Airworthiness Directives, AD/P68/42 pertains to the modification and inspection of the wing upper skin stringers for all P68 series aircraft up to serial number 400 inclusive. The directive requires two main actions: first, modifying and inspecting the wing and engine nacelle between ribs 6 and 8 (Requirement 1), and second, modifying and inspecting the wing upper surface between ribs 6 and 8 (Requirement 2), in accordance with specific paragraphs in Partenavia Service Bulletin No 93.
Compliance with these requirements is crucial and is time-bound. For Requirement 1, the modifications and inspection must be completed before 100 hours of time in service after 1 February 1996, or before 500 hours of time in service, whichever comes later. For aircraft that have undergone these modifications, re-inspection must occur at intervals not exceeding 300 hours of time in service until the second requirement is met. Once Requirement 2 is fulfilled, re-inspection should take place at intervals not exceeding 500 hours of time in service. If cracked stringers are detected during the initial inspection under Requirement 1, Requirement 2 must be implemented before any further flight. Following this, re-inspection must occur at intervals not exceeding 2000 hours of time in service.
The directive imposes several obligations on the parties and entities it governs. Operators of the affected aircraft must ensure that the specified modifications and inspections are carried out in a timely manner. This includes adhering to the detailed procedures outlined in Partenavia Service Bulletin No 93. Maintenance personnel must be adequately trained to perform these tasks, and records of all inspections and modifications must be maintained for regulatory review. Failure to comply with these requirements can lead to significant legal and safety consequences.
Failure to adhere to the Airworthiness Directives can result in various penalties and consequences. Under the Civil Aviation Act 1988, non-compliance with airworthiness directives can be considered an offence, leading to potential civil or criminal sanctions. Civil penalties can include fines, and in severe cases, criminal penalties can be imposed, including imprisonment. Additionally, non-compliance may result in the grounding of the aircraft until the required modifications and inspections are completed, which can have significant operational and financial implications for the aircraft operator. The specific penalties and consequences will depend on the severity and frequency of non-compliance.