Overview

The Airworthiness Directive AD/PC-6/48, issued in 2002 by the Civil Aviation Safety Authority (CASA) under subregulation 39.1(1) of the Civil Aviation Regulations 1998, addresses the unsafe condition of Pilatus Porter PC-6 Series Aeroplanes taking off with the horizontal stabiliser incorrectly trimmed. This risk, identified by reports to the FOCA, could lead to control difficulties upon takeoff, despite compliance with existing airworthiness requirements. The directive requires the installation of a warning placard and revisions to the aircraft flight manual to ensure pilots correctly set the trim before takeoff, with the aim of preventing such incidents. The directive became effective on 3 July 2002, mandating compliance before further flights post this date.

Scope and Application

The Airworthiness Directive (AD) applies specifically to Pilatus Porter PC-6 Series Aeroplanes with Manufacturers Serial Numbers up to and including MSN 939. The directive is issued by the Civil Aviation Safety Authority (CASA) under the Civil Aviation Regulations 1988, and it aims to address a safety issue identified through reports of instances where these aircraft took off with the horizontal stabiliser incorrectly trimmed, potentially leading to control difficulties. The AD mandates the installation of a placard warning pilots to set the correct trim before takeoff, as well as specific revisions to the aircraft's flight manual. This action must be undertaken before further flight after 3 July 2002, unless already accomplished. The directive has a national reach, extending across the Commonwealth of Australia, and it is effective as of 3 July 2002. The AD does not specify exclusions or exemptions, and compliance is mandatory for the specified aircraft models within the designated serial number range.

Key Provisions

The Airworthiness Directive (AD) issued under section 39.1 (1) of CAR 1998, specifies the requirements for the Pilatus Porter PC-6 Series Aeroplanes to ensure their safe operation. Specifically, the directive applies to all Model PC-6 aircraft with Manufacturers Serial Numbers up to and including MSN 939. The directive mandates that a placard must be installed on the heating tube above the instrument panel on the left side of the Stand-By Compass, in clear view of the pilot. This placard, either Pilatus part number 110.71.06.611 or a fabricated version, must include the warning "WARNING: SET CORRECT TRIM BEFORE TAKE-OFF" with letters at least ½-inch in height. Additionally, the Aircraft Flight Manual must be revised to include Pilatus PC-6 Aircraft Flight Manual Temporary Revision TR-TRIM 1, dated 26 August 1999, and TR-TRIM 3, dated 14 June 2002, in Section 2 Operating Procedures. These changes are necessary to mitigate the risk of control difficulties during takeoff due to incorrect horizontal stabiliser trim settings. The AD imposes several obligations on the parties and entities it governs. Aircraft owners, operators, and maintenance personnel must ensure that the specified placard is installed correctly and that the Flight Manual is updated with the required revisions. The directive mandates that these changes be completed before further flight after 3 July 2002, unless they have already been implemented. Compliance with these requirements is essential to maintain the airworthiness of the aircraft and ensure the safety of all personnel on board. Failure to adhere to these obligations could result in the aircraft being deemed unairworthy, potentially leading to operational restrictions or grounding. Failure to comply with the provisions of this Airworthiness Directive may result in severe consequences. While the legislation does not explicitly state the maximum penalties for non-compliance, it is likely that the Civil Aviation Safety Authority (CASA) could impose administrative, civil, or criminal penalties under the Civil Aviation Act 1988 and other relevant legislation. Such penalties may include fines, enforcement orders, or criminal charges, particularly if non-compliance leads to an accident or incident. Additionally, the aircraft could be subject to grounding or restricted operations until the required actions are taken, which could have significant operational and financial implications for the aircraft owner or operator.