AD/PA-30/32 - Flap Extension Limitation - Warning Placard

Overview

The Civil Aviation Regulations 1998, as amended, include specific safety directives for certain aircraft models to address identified risks. One such directive, AD/PA-30/32, targets Piper PA-30 and PA-39 series aeroplanes that have undergone modification with the Robertson STOL modification kit, as per FAA Supplemental Type Certificate SA2312WE. This directive was introduced to mitigate the risk of loss of control due to asymmetric flap extension, a problem identified through accident investigations. The objective is to ensure the safe operation of these aircraft by mandating the installation of a placard warning against extending flaps beyond 15 degrees. The requirement is overseen by the Civil Aviation Safety Authority, which is responsible for enforcing compliance to protect air safety. The policy objective here is to prevent accidents by providing clear, visible warnings and specifying conditions under which the placard may be removed, thereby ensuring adherence to safety standards.

Scope and Application

The Civil Aviation Regulations 1998, under Part 39 - 105, specifically address the safety of Piper PA-30 and PA-39 series aeroplanes that have been modified in accordance with the FAA Supplemental Type Certificate SA2312WE, which pertains to the Robertson STOL modification kit. This legislation is applicable to these specific models to mitigate the risk of asymmetric flap extension or retraction that could lead to loss of control of the aeroplane. The requirement outlined in the Act is that a warning placard must be installed on the panel near the flap actuator, clearly stating "DO NOT EXTEND FLAPS BEYOND 15 DEGREES (TAKEOFF POSITION)". This placard is to remain in place until a positive flap retraction system is installed as per the Robertson Aircraft Corporation Service Bulletin 19 dated 22 October 1982, after which the placard may be removed. Compliance with these directives is mandatory within 25 hours of the aeroplane being in service after 16 May 1983. The regulation aims to ensure the safety and control of the aeroplane by preventing asymmetric flap conditions that can lead to accidents.

Key Provisions

The key operative sections of the Civil Aviation Regulations 1998, Part 39 - 105, as it pertains to the Piper PA-30 and PA-39 series aeroplanes, are particularly concerned with ensuring the safety of these aircraft through specific modifications and compliance requirements. Section 39-105 (1) mandates the installation of a warning placard on the panel near the flap actuator, which must state "DO NOT EXTEND FLAPS BEYOND 15 DEGREES (TAKEOFF POSITION)" (AD/PA-30/32). This is to prevent potential loss of aeroplane control due to asymmetric flap extension or retraction, which has been identified as a risk in models that have undergone the Robertson STOL modification (section 39-105 (2)). Additionally, section 39-105 (3) provides that the placard may be removed once a positive flap retraction system is installed in line with the Robertson Aircraft Corporation Service Bulletin 19 dated 22 October 1982. The obligations and requirements imposed by the Act are centred around ensuring that the modifications are carried out correctly and within a specified timeframe. Owners and operators of the Piper PA-30 and PA-39 series aeroplanes that have been modified with the Robertson STOL modification kit must comply with these directives to ensure the safety of the aircraft. Specifically, they must install the required placard within 25 hours of the aircraft being in service after 16 May 1983, as per section 39-105 (4). If a positive flap retraction system is subsequently installed, the placard can be removed as per section 39-105 (3), but this must be done in accordance with the specified service bulletin. Failure to comply with these directives can result in serious consequences. While the specific penalties are not detailed within the provided text, the Civil Aviation Regulations 1998 outline various offences and penalties for non-compliance with airworthiness directives. These can include substantial fines, imprisonment, or both, depending on the severity of the breach and the impact on aviation safety. The exact penalties would be determined by the Civil Aviation Safety Authority (CASA) and could vary based on the circumstances of the non-compliance. The primary focus, however, is on ensuring the safety and airworthiness of the aircraft through mandatory compliance with the specified modifications.