AD/PA-22/13 Amdt 1 - Fuselage Fabric in Area of Windshield Top Attachment Channel - Inspection

Overview

The Civil Aviation Regulations 1998, as amended by the Legislative instrument F2006B05417, address the need for regular inspection of the fuselage fabric in the area of the windshield top attachment channel in Piper PA-22 (Tri-Pacer and Colt) series aeroplanes. This legislation was enacted to ensure that the structural integrity of these aircraft is maintained, thereby enhancing flight safety. The Australian Government, through the Civil Aviation Safety Authority, introduced this amendment to mandate a specific inspection regime for the identified models to mitigate the risk of fabric deterioration, which could lead to structural failure. The policy objective is to enforce a proactive approach to aircraft maintenance, ensuring that all relevant models are regularly inspected and any issues are promptly addressed.

Scope and Application

The Civil Aviation Regulations 1998, under Part 39 - 105, specifically addresses the airworthiness directives concerning Piper PA-22 (Tri-Pacer and Colt) series aeroplanes. This legislation applies to all models of these aircraft not incorporating Service Letter 362. The directive mandates that inspections must be carried out in accordance with Piper Service Bulletin No. 174 or Federal Aviation Administration Airworthiness Directive 61-6-6. The inspection intervals are set at a maximum of 100 hours of time in service or six months, whichever comes first. The regulation operates within the Commonwealth of Australia and is enforced by the Civil Aviation Safety Authority (CASA), ensuring that these specific aircraft models meet the necessary safety standards. This directive does not explicitly state exclusions, exemptions, or thresholds, but compliance is critical for the continued airworthiness of the specified aircraft models.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39 - 105, mandates compliance with the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives. Under this regulation, the Piper PA-22 (Tri-Pacer and Colt) Series Aeroplanes are subject to AD/PA-22/13 Amendment 1, which focuses on the fuselage fabric in the area of the windshield top attachment channel. This directive was originally documented as Piper SB No. 174 or FAA AD 61-6-6. The directive applies to all models of the Piper PA-22 series that do not incorporate Service Letter (SL) 362. Compliance with this directive requires that the fuselage fabric in the specified area be inspected at regular intervals. According to the directive, these inspections must occur not exceeding 100 hours of time in service or every 6 months, whichever comes first. This ensures that any deterioration or damage to the fabric is identified and addressed promptly, maintaining the structural integrity of the aircraft. The inspection process involves a thorough examination by a qualified individual to ensure that the fabric is in good condition and free from any signs of wear, damage, or potential failure. The obligations imposed by this directive on the parties governed by it, primarily the aircraft operators and maintenance personnel, include conducting regular inspections as stipulated. Operators must ensure that the inspections are carried out by individuals who are certified and qualified to perform such tasks. Maintenance records must be kept accurately, documenting the date of each inspection, the findings, and any remedial actions taken. Failure to comply with these obligations can result in significant safety risks, potentially leading to in-flight structural failure and compromising the safety of the aircraft and its occupants. Breach of the obligations outlined in the directive can lead to serious consequences. Under the Civil Aviation Act 1988, non-compliance with airworthiness directives can result in enforcement actions by CASA. This may include the imposition of fines, suspension or revocation of the aircraft’s certificate of airworthiness, or other regulatory actions. In more severe cases, particularly if a breach is found to have contributed to an accident or incident, criminal charges may be brought against the responsible parties. The maximum penalties for breaches of civil aviation regulations can include substantial fines for corporations and individuals, as well as imprisonment for natural persons found guilty of serious offences. These measures are intended to enforce compliance and uphold the highest standards of aviation safety.