AD/PA-32/67 - Rudder Skin - Inspection and Modification

Overview

The Civil Aviation Regulations 1998, as part of their broader framework to ensure safety in aviation, includes specific Airworthiness Directives to address particular safety concerns for various aircraft types. The Piper PA-32 Series Aeroplanes Rudder Skin Inspection and Modification (AD/PA-32/67) was introduced to mitigate the risk of small cracks developing in the rudder skin at the trailing edge, which could compromise the structural integrity of the rudder. The legislation was enacted by the Australian Government through the Civil Aviation Safety Authority, ensuring compliance with international standards and addressing the identified safety gap for the specified Piper PA-32RT-300 and PA-32RT-300T models. The policy objective of the directive is to enhance the safety of these aircraft by requiring regular inspections and necessary modifications to prevent potential failures. The Civil Aviation Regulations 1998 were established by the Australian Parliament under the Civil Aviation Act 1988. These regulations are periodically updated to incorporate new safety directives as they are identified by the Civil Aviation Safety Authority. The directive AD/PA-32/67 was introduced in response to reports of structural issues with the rudder skin of certain Piper PA-32 aeroplanes. This directive mandates specific inspection and modification procedures to be carried out within defined time frames to ensure the continued airworthiness of the affected aircraft, thereby safeguarding against any potential safety risks associated with the identified issue.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, applies to all models of the Piper PA-32RT-300 and PA-32RT-300T series aeroplanes with serial numbers referenced in Piper Service Letter No. 882. This regulation is concerned with the inspection and modification of the rudder skin on these aircraft. The regulation mandates that inspections must be carried out at intervals not exceeding 25 hours of time in service following 23 January 1980, until the specified modifications are implemented. Additionally, modifications must be completed within 100 hours of time in service after the same date, in accordance with Piper Service Letter No. 882. It is noteworthy that pilots are permitted to perform and certify the inspection outlined in the first compliance point. This regulation is applicable across the Commonwealth of Australia, with oversight by the Civil Aviation Safety Authority, ensuring compliance with safety directives that address specific concerns regarding the structural integrity of the rudder skin on these aircraft models.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39 - 105, includes an Airworthiness Directive (AD) pertaining to the Piper PA-32 (Cherokee Six) series aeroplanes, identified as AD/PA-32/67 (paragraph 3/80). This directive addresses issues related to the rudder skin. According to section 3/80, the directive applies to all models PA-32RT-300 and PA-32RT-300T with serial numbers referenced in Piper Service Letter No. 882. The document references include either Piper SL No. 882 or FAA AD 79-26-04, Amendment 39-3642, as the basis for compliance. Under this directive, there are two main requirements. Firstly, an inspection must be conducted at intervals not exceeding 25 hours of time in service following 23 January 1980, until modifications are made. Secondly, a modification must be implemented in accordance with Piper SL No. 882 within 100 hours of time in service after 23 January 1980. Notably, the pilot is permitted to perform and certify the inspection as outlined in paragraph 1. The obligations imposed by this directive are clear and must be adhered to by the parties or entities it governs. Aircraft owners and operators of the specified Piper PA-32 models must ensure that the inspections and modifications are conducted within the stipulated timeframes. Failure to comply with these requirements could result in the aircraft being deemed unairworthy, potentially leading to grounding or other regulatory actions by the Civil Aviation Safety Authority (CASA). There are no explicit penalties stated in the text for non-compliance with this specific AD. However, broader consequences under the Civil Aviation Regulations 1998 may include enforcement actions, fines, or other civil or criminal penalties as determined by CASA. The seriousness of non-compliance is underscored by the potential impact on the safety of the aircraft, making adherence to these directives critical for all parties involved.