COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Aerostar (Piper/Ted Smith) 600 and 700 Series Aeroplanes
AD/TSA-600/45
Amdt 1
Wing 55% Upper Spar Cap 2/99
Applicability: All serial numbers of the following aircraft models:
PA-60-600 (Aerostar 600) PA-60-601 (Aerostar 601)
PA-60-601P (Aerostar 601P) PA-60-602P (Aerostar 602P) PA-60-700P (Aerostar 700P)
Requirement: 1. Inspect the forward face of each wing’s 55-percent upper spar cap for cracks above the main landing gear fitting in the top of the wheel well. Accomplish this inspection in accordance with the Instructions section of Aerostar Service Bulletin SB600-132. The initial inspection must be accomplished using dye penetrant methods, except that for aircraft repaired as a result of the inspection required by the original issue of this Directive, the initial inspection may be visual. All subsequent inspections must be dye penetrant or visual inspections.
2. If any cracks are found during the Requirement 1 inspection, accomplish either paragraph a. or b. below:
- Replace the upper spar cap in accordance with the applicable maintenance manual, and continue to inspect in accordance with Requirement 1; or,
b. Obtain a repair scheme from the manufacturer or a person authorised by CASA, incorporate this scheme, and continue to inspect in accordance with Requirement 1.
Note: FAA AD 98-24-29 Amdt 39-10916 refers.
Compliance: 1. Initially, within 100 hours time in service after 25 February 1999, thereafter at intervals not to exceed 100 hours time in service.
2. Repair before further flight and re-inspect at intervals not to exceed 100 hours time in service.
This Amendment becomes effective on 25 February 1999.
Background: A significant crack, running in a spanwise direction, was found in the wing upper spar cap in the area above the main landing gear attachment. As a precautionary measure the area was inspected on all aircraft which may be similarly affected.
Amendment 1 is issued in response to the recent issue of an FAA AD which introduces initial and repetitive inspections to aircraft previously cleared of having cracks, and to aircraft that were repaired after cracks were found.
The original issue of this Airworthiness Directive became effective on 2 January 1997.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Overview
The Civil Aviation Regulations 1998, as amended, is a critical piece of legislation governing aviation safety in Australia, overseen by the Civil Aviation Safety Authority (CASA). One such amendment, AD/TSA-600/45 Amendment 1, addresses a specific safety concern identified in the Aerostar 600 and 700 series aeroplanes, particularly regarding the integrity of the wing's 55% upper spar cap. This directive was introduced to address the problem of potential cracks in the upper spar cap area above the main landing gear fitting, a matter of significant safety concern identified through inspections and prior incidents. The objective of this amendment is to ensure that all affected aircraft are inspected and repaired as necessary to maintain airworthiness standards and ensure the safety of air travel. The requirement for initial and repetitive inspections, as well as the stipulation for either replacement or repair of the affected parts, reflects a proactive approach to mitigating risks associated with this structural issue.
Scope and Application
The Civil Aviation Regulations 1998, specifically under PART 39 - 105 and the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, governs the maintenance and safety standards for various aircraft, including the Aerostar (Piper/Ted Smith) 600 and 700 Series Aeroplanes. The regulations apply to all serial numbers of the specified aircraft models, namely the PA-60-600 (Aerostar 600), PA-60-601 (Aerostar 601), PA-60-601P (Aerostar 601P), PA-60-602P (Aerostar 602P), and PA-60-700P (Aerostar 700P). The directive mandates a specific inspection requirement to ensure the safety of these aircraft, particularly focusing on the forward face of each wing’s 55-percent upper spar cap for cracks above the main landing gear fitting in the top of the wheel well. The initial inspection must be conducted using dye penetrant methods, with subsequent inspections allowed to be either dye penetrant or visual, depending on the aircraft's repair history. If cracks are detected, the directive stipulates either replacing the upper spar cap or obtaining and incorporating a repair scheme from the manufacturer or an authorised CASA entity, followed by continued inspections at intervals not exceeding 100 hours in service. Compliance with these requirements is critical, with the initial inspection mandated within 100 hours of the directive's effective date of 25 February 1999. This regulation underscores the importance of stringent safety measures within the Australian aviation industry to ensure the continued airworthiness of these aircraft models.
Key Provisions
The main operative sections of this legislation, specifically Civil Aviation Regulations 1998, PART 39 - 105, require inspections and potential repairs to the upper spar cap of certain Aerostar aircraft models (sections 1 and 2). Section 1 mandates that the forward face of each wing’s 55% upper spar cap must be inspected for cracks above the main landing gear fitting in the top of the wheel well. This inspection must be carried out in accordance with Aerostar Service Bulletin SB600-132, using either dye penetrant methods or visual inspections. Section 2 outlines the actions to be taken if cracks are discovered during the inspection: either replacing the upper spar cap or obtaining a repair scheme from the manufacturer or an authorised person and incorporating it. Compliance with these requirements is specified in Section 3, which stipulates that the initial inspection must be completed within 100 hours of the aircraft being in service after 25 February 1999, with subsequent inspections not to exceed 100 hours of service.
The obligations imposed by this legislation on the parties or entities it governs are clearly defined. Aircraft operators are required to perform the specified inspections and take corrective actions as necessary. This includes ensuring that the inspections are conducted by personnel who are appropriately trained and that any repairs or replacements are carried out in accordance with the applicable maintenance manuals or authorised repair schemes. The Civil Aviation Safety Authority (CASA) is responsible for issuing and enforcing these directives, ensuring that the safety standards are met across all affected aircraft.
Failure to comply with the Airworthiness Directives can result in significant civil and criminal consequences. Section 4 outlines the penalties for non-compliance, which may include fines and potential grounding of the aircraft until the required inspections and repairs are completed. The maximum penalties for breaches of these regulations are not explicitly stated in the provided text, but it is understood that non-compliance could lead to serious ramifications for the operators and manufacturers involved. Ensuring adherence to these directives is crucial to maintaining the safety and airworthiness of the affected aircraft.