AD/PHS/3 - Model 23260 and 43E-60 Low Pitch Stop Assembly - Inspection

Overview

The Civil Aviation Regulations 1998, specifically within Part 39 - 107, were enacted to ensure the safety and efficiency of civil aviation in Australia. This legislation, under the purview of the Civil Aviation Safety Authority, addresses the need for stringent standards and directives concerning aircraft components, including propellers. One such directive, AD/PHS/3, pertains to the inspection of stop assemblies in Hamilton Standard Model 23260 and 43E-60 propellers, particularly those exhibiting low pitch characteristics. This directive was introduced to mitigate potential safety risks associated with propeller malfunctions by mandating inspections before installation in an aircraft, thereby upholding the overarching policy objective of maintaining high safety standards within the aviation sector. The legislative instrument F2006B06198, as part of the Civil Aviation Regulations 1998, was issued by the Commonwealth of Australia to provide specific operational guidelines that complement the broader legislative framework. The policy objective behind this directive is to ensure that all propellers meet stringent safety standards, thereby preventing incidents related to mechanical failures. By specifying that inspections must be conducted in accordance with Hamilton Standard Service Bulletin No. 249 or Australian National Standard 107.1.5.0.2.1, the regulation aims to standardise safety practices across the industry, reinforcing the commitment to safeguarding both crew and passengers.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 107 concerning the Civil Aviation Safety Authority Schedule of Airworthiness Directives, apply to all Model 23260 and 43E60 propellers, encompassing both the variable pitch and Hamilton Standard NKStop Assembly. The regulation mandates that these propellers undergo inspection in accordance with either Hamilton Standard Service Bulletin No. 249 or Aeronautical Notice 107.1.5.0.2.1. Compliance with these directives is required prior to the installation of the propellers in any aircraft, ensuring that they meet the necessary safety standards before being used in aviation operations. This regulation applies across the Commonwealth of Australia, enforcing stringent safety measures to protect the integrity of civil aviation within the country. The scope of the Act is clear and direct, without specified exclusions or exemptions, ensuring that all qualifying propellers are inspected under the outlined directives.

Key Provisions

The Civil Aviation Regulations 1998, specifically under Part 39 - 107, address the airworthiness directives related to certain propellers. One key section is AD/PHS/3, which pertains to Hamilton Standard propellers, models 23260 and 43E-60, focusing on the NK Stop Assembly (section 107.05). This directive mandates that an inspection must be conducted on the NK Stop Assembly before the propellers are installed in an aircraft. The directive references Hamilton Standard Service Bulletin No. 249 or ANO 107.1.5.0.2.1 for compliance requirements. The obligations imposed by this Act are clear and direct. Operators, maintenance providers, and other relevant parties must ensure that any Model 23260 or 43E-60 propellers are inspected for the NK Stop Assembly as per the specified documentation before being installed in any aircraft. This inspection is a critical step to ensure the propeller's airworthiness and safety. Failure to adhere to these inspection requirements can result in serious consequences, as the propellers are not deemed fit for service until compliance is confirmed. Failure to comply with the inspection requirements stipulated in AD/PHS/3 can result in significant civil and criminal consequences. Operators and maintenance providers who do not adhere to these provisions may face enforcement actions by the Civil Aviation Safety Authority (CASA). Penalties can include fines, the grounding of the aircraft until the propellers are inspected and deemed compliant, or even more severe sanctions if the non-compliance is found to have contributed to an aviation incident or accident. The exact penalties can vary based on the severity and impact of the non-compliance, but they are designed to enforce strict adherence to safety standards.