COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Piper PA-46 (Malibu) Series Aeroplanes
AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/PA-46/19 and issues the following AD under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
AD/PA-46/19
Amdt 1
Wing and Fuselage Structural Fatigue Limitations
11/2000
Applicability: All models.
Requirement: Retire from service the wing main spar lower cap and the fuselage pressure hull.
Note: On the basis of the currently available fatigue substantiation for the aircraft, only one spar cap replacement is permitted. Any proposal for a further extension in life incorporating a second spar cap replacement must be supported by a substantiation covering all the remaining primary structure including the empennage, control surface hinge arms, etc. The substantiation must incorporate a safe life assessment, or a sufficiently rigorous inspection schedule to ensure that any fatigue cracking which could occur in service will be detected before the aircraft is endangered.
Compliance: 1. For the pressure fuselage – prior to exceeding 9200 pressurised flights.
2. For the wing main spar lower cap:
– Model PA-46-310P – prior to exceeding 15600 hours component total time in service.
– Model PA-46-350P – prior to exceeding 10100 hours component total time in service.
This Amendment becomes effective on 2 November 2000.
Background: Fatigue life limitations for the pressure cabin and for the wing spar were determined by the manufacturer in accordance with FAA type certification requirements. The fuselage and wing primary structures are identical in both models, however the -350P wing stress levels are higher than for the -310P, primarily because of the increased aircraft mass. The spar life for the -350P, which in the original issue was stated as “to be determined”, has now been determined on the basis of the higher stress, and following discussions with the manufacturer.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
The original issue of this Airworthiness Directive became effective on 11 July 1991.
David Alan Villiers
Delegate of the Civil Aviation Safety Authority 13 September 2000
The above AD is notified in the Commonwealth of Australia Gazette on 4 October 2000.
Overview
The Civil Aviation Regulations 1998, enacted by the Commonwealth of Australia, address the need to ensure the safety of civil aviation operations by setting out comprehensive regulations, including specific directives to maintain airworthiness. Part 39 of these regulations, which pertains to Airworthiness Directives, includes provisions aimed at ensuring aircraft meet specific safety standards to prevent unsafe conditions. One such Airworthiness Directive, AD/PA-46/19, focuses on Piper PA-46 (Malibu) series aeroplanes, requiring the retirement of specific structural components to address fatigue concerns. This directive was issued by the Civil Aviation Safety Authority (CASA) under subregulation 39.1 (1) of the Civil Aviation Regulations 1998, with the primary policy objective of mitigating risks associated with structural fatigue in these aircraft models. The directive mandates that certain parts of the aircraft be retired at specified service intervals to ensure ongoing airworthiness and safety.
Scope and Application
The Civil Aviation Regulations 1998, specifically PART 39 - 105, mandates the applicability and compliance requirements of the Airworthiness Directive (AD) for Piper PA-46 (Malibu) Series Aeroplanes. This AD applies to all models within the Piper PA-46 series and mandates specific structural fatigue limitations for the wing main spar lower cap and the fuselage pressure hull, requiring their retirement from service under certain conditions. The directive sets compliance timelines based on the number of pressurised flights for the fuselage and total hours in service for the wing main spar lower cap, with different thresholds for the PA-46-310P and PA-46-350P models. This AD, issued by a delegate of the Civil Aviation Safety Authority, came into effect on 2 November 2000, replacing the previous AD/PA-46/19, and was gazetted on 4 October 2000. The directive outlines specific requirements for maintaining the airworthiness of these aircraft, ensuring that any fatigue cracking which could endanger the aircraft is detected before it becomes a safety issue.
Key Provisions
The main sections of the Airworthiness Directive (AD) AD/PA-46/19 (Amendment 1) mandate specific actions to be taken on Piper PA-46 (Malibu) series aeroplanes to address structural fatigue issues. Under section (a) of the requirement, the directive mandates the retirement of the wing main spar lower cap and the fuselage pressure hull. Section (b) outlines the conditions under which these actions must be carried out, while section (c) specifies the time frames for compliance. For the fuselage, this means retiring the pressure hull before exceeding 9200 pressurised flights. For the wing main spar lower cap, the compliance period varies by model: for the PA-46-310P, it is before exceeding 15600 hours of component total time, and for the PA-46-350P, it is before exceeding 10100 hours of component total time.
The AD imposes several obligations on the operators and maintainers of Piper PA-46 aircraft. Firstly, they must ensure that the wing main spar lower cap and fuselage pressure hull are retired in accordance with the specified flight hour or flight count limits. Any proposal for further extensions beyond the permitted replacements must be supported by a detailed substantiation that includes a safe life assessment or a rigorous inspection schedule to ensure any potential fatigue cracking is detected before it poses a risk. The directive also requires operators to maintain detailed records of the number of pressurised flights and component hours to ensure compliance with the stipulated limits.
Failure to comply with the provisions of this AD can result in significant consequences. Civil Aviation Safety Authority (CASA) can impose penalties on operators who do not adhere to the mandated retirement schedules. The specific penalties are not detailed in the text, but they can include fines, suspension or revocation of the aircraft’s airworthiness certificate, and potential criminal charges in severe cases. Operators found to be in breach of these directives may also face legal action from affected parties, resulting in civil liabilities for any damages caused by non-compliance.