COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Piper PA-31 Series Aeroplanes
AD/PA-31/124 Wing Spar Splice Plate (Chieftain) 13/94 DM
Applicability: All Piper Chieftain PA-31-350, PA31-350/A1 AND PA31-350/A2.
Requirement: Remove from service the splice plate which joins the wing main spar lower cap at the aircraft centre line, in accordance with compliance below.
Report as a major defect any fretting, corrosion or crack found in the splice plate upon removal.
Attach a tag to the splice plate marked:
Attention: Fatigue Section Airworthiness Branch Canberra
On the same tag, identify the aircraft registration and splice plate time in service.
Send all splice plates removed in accordance with this Directive to the nearest CAA Airworthiness Office.
Compliance: 1. Subject to paragraphs 2., 3., and 4. below, remove from service splice plates which have achieved 13000 hours time in service (TIS), or 2000 hours TIS after the splice plate was inspected as part of the Gippsland Aeronautics main spar modification (see AD/PA-31/37), whichever is the later.
2. For splices plate that have exceeded the above limit by less than 1000 hours, as at 31 October 1994, remove before 31 January 1995.
3. For splice plates that have exceeded the above limit by between 1000 and 3000 hours, as at 31 October 1994, remove before 31 December 1994.
4. For splice plates that have exceeded the above limit by more than 3000 hours, as of 31 October 1994, remove before 30 November 1994.
Background: Fretting has caused fatigue cracking in PA-31 Navajos.
Although the PA-31-350 design in this area is an improvement over the PA-31, fretting has been found. This requires control action for those aircraft that have had their spar life extended without replacement of the splice plate.
Overview
The Civil Aviation Regulations 1998, enacted by the Australian Government, encompass various safety directives including the AD/PA-31/124 concerning Piper PA-31 Series Aeroplanes. This legislation was introduced to address the issue of fatigue cracking in the wing spar splice plates of Piper Chieftain PA-31-350, PA31-350/A1, and PA31-350/A2 aircraft, stemming from fretting and corrosion. The objective is to ensure the airworthiness of these aircraft by requiring the inspection and removal of splice plates that have exceeded specified service hours, thereby preventing potential safety hazards. The Civil Aviation Safety Authority is responsible for enforcing these directives to maintain the safety standards of civil aviation within Australia.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105 Civil Aviation Safety Authority Schedule of Airworthiness Directives, governs the application of AD/PA-31/124 concerning the wing spar splice plate for Piper Chieftain PA-31-350, PA31-350/A1, and PA31-350/A2 aeroplanes. This legislation applies to all the specified aircraft models, mandating that operators remove the splice plate joining the wing main spar lower cap at the aircraft centre line once it reaches 13,000 hours of time in service (TIS) or 2,000 hours TIS after the splice plate was inspected as part of the Gippsland Aeronautics main spar modification, whichever is the later. The directive requires operators to report any fretting, corrosion, or cracks in the splice plate upon removal, marking it as a major defect. Operators must attach a tag to the splice plate with specific details and send the removed splice plates to the nearest CAA Airworthiness Office. Compliance deadlines vary based on the TIS of the splice plate as of 31 October 1994, ranging from 31 January 1995 for plates exceeding the limit by less than 1,000 hours to 30 November 1994 for those exceeding the limit by more than 3,000 hours. This directive does not specify any exclusions or exemptions, applying uniformly across all relevant aircraft within the Commonwealth of Australia.
Key Provisions
The key provisions of AD/PA-31/124 (section 1) address the removal of wing spar splice plates from specific Piper Chieftain PA-31-350 series aeroplanes. This directive requires that splice plates which join the wing main spar lower cap at the aircraft's centre line must be removed from service if they have accumulated 13,000 hours of time in service (TIS) or 2,000 hours TIS after an inspection as part of a previous modification (AD/PA-31/37), whichever is later. Any aircraft operator must report any fretting, corrosion, or cracks found in the splice plate upon removal and consider this a major defect. The splice plate must be tagged with the words "Attention: Fatigue Section Airworthiness Branch Canberra" and include the aircraft registration and the splice plate's time in service. The splice plate must then be sent to the nearest Civil Aviation Safety Authority (CASA) Airworthiness Office. The directive further provides specific timelines for removal based on the TIS at 31 October 1994, with splice plates exceeding the limit by less than 1,000 hours to be removed by 31 January 1995, those exceeding by between 1,000 and 3,000 hours by 31 December 1994, and those exceeding by more than 3,000 hours by 30 November 1994.
The obligations under this directive (section 2) require aircraft operators to meticulously follow the specified timelines for removal and reporting of the splice plates. Operators must ensure that the splice plates are tagged appropriately with the required information and sent to the CASA Airworthiness Office. Compliance with these requirements is critical to maintaining the airworthiness of the aircraft and ensuring safety standards are met.
Failure to comply with the provisions of AD/PA-31/124 can lead to severe consequences (section 3). While the specific penalties are not detailed in the directive, non-compliance with Civil Aviation Regulations could result in significant civil or criminal penalties. The penalties can include fines, enforcement notices, and potentially criminal charges if the non-compliance is deemed to have caused harm or endangered safety. The exact penalties would be determined based on the severity of the breach and the specific regulations violated. Operators must ensure strict adherence to the directive to avoid any potential legal repercussions.