AD/PA-31/101 Amdt 3 - Flap Travel Restriction and Wing Flap Flexible Drive Shaft

Overview

The Civil Aviation Regulations 1998, enacted by the Commonwealth of Australia, were introduced to regulate civil aviation safety and to establish a comprehensive framework for the operation of aircraft within Australian airspace. This legislation aims to address the need for consistent and high safety standards in civil aviation, ensuring the protection of passengers, crew, and the general public. The regulations are enforced by the Civil Aviation Safety Authority (CASA), which is tasked with overseeing compliance and maintaining the safety and efficiency of civil aviation activities. The policy objective of these regulations is to mitigate risks associated with civil aviation operations by imposing stringent safety measures, including the issuance of airworthiness directives to address specific safety concerns. One such directive, AD/PA-31/101 Amendment 3, pertains to the Piper PA-31 Series Aeroplanes, specifically addressing flap travel restrictions and the flexible drive shaft of the wing flaps. This directive applies to all models within the PA-31 series and mandates particular actions based on whether the aircraft have incorporated specific modifications. The directive was issued to ensure that these aircraft meet the necessary safety standards, thereby reducing the risk of accidents related to flap operation. Compliance with this directive is critical for maintaining the airworthiness of the affected aircraft and ensuring the safety of those on board.

Scope and Application

The Civil Aviation Safety Authority (CASA) has issued specific airworthiness directives under the Civil Aviation Regulations 1998, targeting Piper PA-31 series aeroplanes, which includes models PA-31, PA-31-300, PA-31-325 C/R, PA-31-350 and PA-31P, to ensure continued safety in air operations. These directives apply to aircraft with serial numbers referenced in Piper Service Bulletin (SB) No 739 and Service Letter (SL) 959, or subsequent issues of these documents. The primary aim of the directives is to address flap travel restrictions and wing flap flexible drive shaft issues through specific modifications and inspections. For aircraft that have not incorporated the modifications detailed in Piper SL No 959, compliance with Piper SB No 739 is required with certain Australian adaptations, such as increasing landing distances by 10% and approach speeds by 2 knots, as well as ensuring flight manuals are amended accordingly. Conversely, aircraft that have already incorporated the modifications in accordance with Piper SL No 959 must comply with SB 739 and SL 958, with specific inspection intervals set forth to maintain airworthiness standards.

Key Provisions

The Civil Aviation Regulations 1998, specifically under Part 39, Section 105, addresses airworthiness directives for Piper PA-31 Series aeroplanes through AD/PA-31/101 Amendment 3. This directive concerns flap travel restriction and the wing flap flexible drive shaft, applying to all models within the PA-31 series including PA-31-300, PA-31-325 C/R, PA-31-350 and PA-31P with serial numbers as referenced in Piper Service Bulletin (SB) No 739 and Piper Service Letter (SL) 959, or subsequent issues of these documents. The directive outlines specific requirements based on whether an aircraft has already incorporated the modifications detailed in Piper SL No 959. For aircraft that have not yet incorporated these modifications, the requirement is to adhere to Piper SB No 739, with additional stipulations. Specifically, Australian flight manual landing distances must be increased by 10%, and approach speeds must be increased by 2 knots. Any necessary amendments to the Australian flight manual must be made in accordance with a Department of Aviation approved flight manual amendment. The appropriate amendments are available from regional offices. Conversely, for aircraft that have incorporated the modifications detailed in Piper SL No 959, compliance with SB 739 and SL 958 is required. Compliance with the directive is segmented into two cases. For Case 1, compliance must be achieved within 100 hours of time in service after 28 February 1983 for aircraft that have installed Piper Kit 764 396 or 764 397, dated 5 March 1982, in adherence to Piper SB 739 Part 3 dated 1 March 1982. For Case 2, no immediate action is required. However, subsequent inspections must occur within 500 hours of time in service from the incorporation of Piper SL No 959 Part 2 and then at intervals not exceeding 500 hours of time in service. Flight manual amendments have been issued to cover both Case 1 and Case 2, with further amendments forthcoming where necessary. Breach of these airworthiness directives may lead to serious consequences. Failure to comply with the requirements set out in the Civil Aviation Regulations 1998 can result in both civil and criminal penalties. Civil penalties may include fines, while criminal penalties can include imprisonment, reflecting the gravity of ensuring compliance to maintain air safety standards. The maximum penalties for non-compliance are determined by the specific breach and are outlined in the broader Civil Aviation Act 1988, which governs the overarching legal framework for aviation safety in Australia.