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-31/97
Amdt 2
Horizontal Stabiliser and Elevator Outboard Hinge 13/99
Applicability: Models PA-31, PA-31-300, PA-31-325, PA-31-350, PA-31-350 T1020, and PA-31P-
350, with serial numbers listed in Piper Mandatory Service Bulletin (MSB) 1007.
Requirement: 1. With the elevator fully deflected up and down and using a 10x magnifying glass, perform a detailed visual inspection of the elevator outboard hinge, the horizontal stabiliser rear spar at the elevator outboard hinge attachment and the spar radius forward of the hinge for cracks.
2. If no cracks are found as a result of the above inspection, continue to inspect in accordance with Requirement 1.
3. If cracks are found in the horizontal stabiliser as a result of the Requirement 1 inspection, modify the horizontal stabiliser rear spar in accordance with Requirement 4.
4. Modify the horizontal stabiliser rear spar by incorporating Piper Kit No. 766-646, in accordance with the Instructions contained in Piper Kit No. 766-646, which is referenced in Piper MSB 1007.
Compliance with requirement 4 constitutes terminating action for this AD.
Note: FAA AD 99-06-01 Amdt 39-11065 refers.
Compliance: 1. Within 100 hours time in service after 30 December 1999, unless Requirement 4 is accomplished.
2. At intervals not to exceed 100 hours time in service, until accomplishment of Requirement 4.
3. Before further flight.
4. Upon the accumulation of 500 hours time in service after 30 December 1999, or when cracks are found, whichever occurs first.
This Amendment becomes effective on 30 December 1999.
Background: Cracks were found in the horizontal stabiliser rear spar at the elevator hinge attachment point. Piper Service Bulletin 687 was introduced to inspect the rear spar and install modified hinges. Amendment 1 extended on-going repetitive inspections to aircraft with modified elevator hinge attachments as a result of local reports of cracked modified hinges.
Amendment 2 is issued as a result of a new FAA AD which requires installation of the Stabiliser Rear Spar Modification and Outboard Hinge Replacement Kit, in order to prevent possible failure of the horizontal stabiliser rear spar, which could result in loss of control of the aircraft.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Amendment 1 of this Airworthiness Directive became effective on 17 August 1995. The original issue of this Airworthiness Directive became effective on 31 May 1981.
Overview
The Civil Aviation Regulations 1998, established by the Parliament of Australia, serve to regulate various aspects of civil aviation within the country. One of the key provisions within this legislation is Part 39, which outlines the Civil Aviation Safety Authority's (CASA) Schedule of Airworthiness Directives. These directives are designed to ensure the safety and airworthiness of aircraft. In particular, Amendment 2 to the AD/PA-31/97 concerning Piper PA-31 Series Aeroplanes was enacted to address the problem of cracks found in the horizontal stabiliser rear spar at the elevator hinge attachment point, which could potentially lead to loss of control of the aircraft. The policy objective behind this amendment is to mandate regular inspections and necessary modifications to prevent such safety hazards, thereby safeguarding both the aircraft and its passengers.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, includes Airworthiness Directives (AD) issued by the Civil Aviation Safety Authority (CASA) that apply to certain models of Piper PA-31 series aeroplanes. These models include the PA-31, PA-31-300, PA-31-325, PA-31-350, PA-31-350 T1020, and PA-31P-350, with serial numbers specified in Piper Mandatory Service Bulletin (MSB) 1007. The directive mandates detailed inspections and, if necessary, modifications to the horizontal stabiliser and elevator outboard hinge to prevent potential failure of the horizontal stabiliser rear spar, which could lead to loss of control of the aircraft. Compliance with these requirements is essential, and failure to adhere to the specified inspection and modification protocols could result in significant safety risks. The regulations apply to all operators and owners of the specified Piper aircraft models within the Commonwealth of Australia. CASA may issue further amendments or updates to these directives, extending or modifying their scope based on ongoing safety assessments and industry feedback.
Key Provisions
The Civil Aviation Regulations 1998, Part 39 - 105, Civil Aviation Safety Authority Schedule of Airworthiness Directives, includes specific provisions for Piper PA-31 series aeroplanes. Under AD/PA-31/97 Amendment 2, the directive addresses issues related to the horizontal stabiliser and elevator outboard hinge (sections 1 and 3). This directive applies to Piper PA-31 models, including PA-31-300, PA-31-325, PA-31-350, PA-31-350 T1020, and PA-31P-350, with specified serial numbers listed in Piper Mandatory Service Bulletin (MSB) 1007. The key requirement is to conduct a detailed visual inspection of the elevator outboard hinge and the horizontal stabiliser rear spar using a 10x magnifying glass (section 1). If no cracks are detected, the inspection should continue as per the directive. However, if cracks are found, the horizontal stabiliser rear spar must be modified by incorporating Piper Kit No. 766-646, following the instructions provided in the kit, which is detailed in Piper MSB 1007 (section 4). Compliance with the modification requirement serves as the terminating action for this Airworthiness Directive.
The obligations imposed by this Airworthiness Directive include performing the specified inspections and modifications within certain timeframes. Operators must conduct the detailed visual inspection within 100 hours of time in service after 30 December 1999, unless the modification has already been completed (section 1). Furthermore, ongoing inspections must occur at intervals not exceeding 100 hours of time in service, until the modification is completed (section 2). An inspection is also required before further flight and upon the accumulation of 500 hours of time in service after 30 December 1999, or when cracks are found, whichever occurs first (sections 3 and 4). This ensures that any potential issues are identified and addressed promptly to maintain the airworthiness of the aircraft.
Failure to comply with the requirements of this Airworthiness Directive can result in serious consequences. The directive underscores the critical nature of these inspections and modifications by referencing FAA AD 99-06-01 Amendment 39-11065, which highlights the potential for loss of control of the aircraft due to the failure of the horizontal stabiliser rear spar. While the specific penalties are not detailed in the text, non-compliance with airworthiness directives typically results in civil penalties under the Civil Aviation Act 1988, including fines and potential grounding of the aircraft. Additionally, failure to comply with these directives can lead to criminal charges if the non-compliance results in a dangerous situation or an accident, which could incur more severe penalties, including imprisonment.