AD/PA-30/33 - Wing Main Spar Lower Cap - Inspection

Overview

The Civil Aviation Regulations 1998, enacted by the Parliament of the Commonwealth of Australia, were established to ensure the safety of civil aviation and to address gaps and problems in existing regulatory frameworks. One of the legislative instruments under this act is F2006B05675, which focuses on issuing airworthiness directives for specific aircraft models. This particular directive addresses issues identified in the Piper PA-30 and PA-39 (Twin Comanche) series aeroplanes, specifically targeting the wing main spar lower cap. The problem identified is chafing where the spar enters the fuselage, as reported by the manufacturer through Piper Service Bulletin No. 751. The policy objective is to ensure compliance with the directive within 100 hours of time in service after 30th September 1983, thereby maintaining the safety and airworthiness of these aircraft. This directive applies to all model PA-30 aeroplanes with serial numbers from 30-2 to 30-2000 and all model PA-39 aeroplanes with serial numbers from 39-1 to 39-155. The objective is to mitigate the risk associated with the identified chafing issue, ensuring that aircraft remain safe and compliant with the stringent safety standards set forth by the Civil Aviation Safety Authority.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, mandate airworthiness directives for aircraft safety, including the Piper PA-30 and PA-39 Twin Comanche series aeroplanes. This legislative instrument applies to all model PA-30 aircraft with serial numbers ranging from 30-2 to 30-2000 and all model PA-39 aircraft with serial numbers from 39-1 to 39-155. The directive requires an inspection of the wing main spar lower cap to address reported cases of chafing where the spar enters the fuselage, as documented in Piper Service Bulletin No. 751. Compliance is mandatory within 100 hours of time in service following 30th September 1983. The scope of this regulation is limited to these specific model series and serial numbers, and it extends across the Commonwealth of Australia, overseen by the Civil Aviation Safety Authority. There are no stated exclusions or exemptions in this directive, and its application is enforced nationally. The effectiveness and specific implementation details of this directive may be further extended or refined through subordinate instruments issued by the Civil Aviation Safety Authority.

Key Provisions

The main operative sections of this legislative instrument, specifically the Civil Aviation Regulations 1998 (CAR) Part 39 - 105, mandate that all Piper PA-30 and PA-39 series aeroplanes within the specified serial number ranges must undergo an inspection of the wing main spar lower cap. This requirement is articulated in section 1, which outlines the applicability of the directive to all model PA-30 aircraft with serial numbers between 30-2 and 30-2000, and all model PA-39 aircraft with serial numbers between 39-1 and 39-155. Section 2 refers to the Piper Service Bulletin No. 751 as the document containing the necessary inspection procedures and standards. Section 3 specifies that compliance with these inspection requirements must be achieved within 100 hours of time in service after 30th September 1983. The Act imposes several obligations on the parties and entities governed by it. Primarily, aircraft owners and operators must ensure that the required inspections are performed by qualified personnel following the procedures outlined in the referenced service bulletin. This includes identifying any signs of chafing or damage to the wing main spar lower cap and addressing any issues that are detected. The Act also mandates that all findings from these inspections be recorded and maintained in the aircraft’s maintenance logbook, as specified in section 4 of the directive. Additionally, the relevant authorities are tasked with verifying compliance and ensuring that all inspected aircraft meet the specified airworthiness standards. Failure to comply with the requirements of this directive may result in various consequences. Civil and criminal penalties may be imposed for non-compliance, as detailed in section 5 of the Act. The severity of these penalties can vary depending on the nature and extent of the breach. For instance, operating an aircraft that has not been inspected in accordance with the directive could result in enforcement actions such as fines, suspension or revocation of air operator certificates, and potential criminal charges. The maximum penalties for these offences can include substantial fines and imprisonment, underscoring the importance of adhering to the prescribed safety standards.