{"id":"F2007L00379","name":"AD/CAP 10/11 - Push-to-Talk Wiring","slug":"ad-cap-10-11-push-to-talk-wiring","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":63407,"registerId":"commonwealth-F2007L00379-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Avions Mudry Cap Series Aeroplanes","sectionType":"division","heading":"Avions Mudry Cap Series Aeroplanes","content":"### Avions Mudry Cap Series Aeroplanes\n\n| AD/CAP 10/11 | Push-to-Talk Wiring | 3/2007 |\n| ------------ | ------------------- | ------ |\n\n| Applicability: | All CAP10B aircraft that have been fitted with major change 000302 (wood/carbon-made wing) with serial numbers 001 to 282 inclusive.                                                                                                                                                                                                                                                                                                                                                                                                              |\n| -------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | 1. If not previously accomplished, inspect the wire routing, ensuring the proper location and attachment of the connectors, as detailed in the accomplishment instructions paragraph of Apex Aircraft Service Bulletin (SB) 050605 dated17 October 2006 or later approved revision.                                                                                                                                                                                                                                                               |\n|                | 2. If any discrepancy or defect is found during the Requirement 1 inspection, accomplish the complete modification of the wire bundle and connector routing as detailed in the accomplishment instructions paragraph of SB 050605 or later approved revision.                                                                                                                                                                                                                                                                                     |\n|                | Note: EASA AD 2007-0014 refers.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                   |\n| Compliance:    | For Requirement 1 - At the next scheduled maintenance operation but no later than 50 hours time in service after the effective date of this Directive.                                                                                                                                                                                                                                                                                                                                                                                            |\n|                | For Requirement 2 - Before further flight after the Requirement 1 inspection is accomplished.                                                                                                                                                                                                                                                                                                                                                                                                                                                     |\n|                | This Airworthiness Directive becomes effective on 15 March 2007.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                  |\n| Background:    | The European Aviation Safety Agency (EASA) has advised that a CAP10B aircraft experienced a reduced elevator deflection by about 13° due to an incorrect routing of the Push To Talk (PTT) wire bundle and improperly secured connectors which impeded the complete and free movement of the control stick.This Directive requires an inspection to detect any discrepancies of the PTT electrical circuit connectors and wires that could lead to a reduction of the control stick movements and, if necessary, correction of the discrepancies. |\n\n![](image.001.png)  \nJames Coyne  \nDelegate of the Civil Aviation Safety Authority\n\n1 February 2007","sortOrder":0},{"sectionNumber":"AD/CAP 10/11","sectionType":"part","heading":"AD/CAP 10/11","content":"## AD/CAP 10/11","sortOrder":1},{"sectionNumber":"Push-to-Talk Wiring","sectionType":"part","heading":"Push-to-Talk Wiring","content":"## Push-to-Talk Wiring","sortOrder":2},{"sectionNumber":"3/2007","sectionType":"part","heading":"3/2007","content":"## 3/2007","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The directive remains narrowly focused on correcting PTT wire routing that can impede control stick movement for a defined subset of CAP10B aircraft. It does not expand beyond that original safety objective or add unrelated obligations; it prescribes inspection and corrective action consistent with the stated intent."},"complexity_factors":["Short, single-issue directive focused on one identified wiring problem","Applicability limited to CAP10B aircraft with major change 000302 and serial numbers 001–282","Two-step requirement: (1) inspect; (2) if discrepancy, modify wiring per SB 050605","Cross-references to Apex SB 050605 (or later approved revision) and EASA AD 2007‑0014","Clear compliance timeline: next scheduled maintenance but no later than 50 hours TIS; corrective action before further flight","Limited regulatory discretion allowed by phrase 'or later approved revision' for the Service Bulletin"],"plain_english_summary":"**What this instrument does (mechanics)\n\n- Requires owners/operators and maintenance organisations of certain CAP10B aeroplanes to inspect the Push‑To‑Talk (PTT) wiring and connector routing and, if any problem is found, to carry out a specified wiring modification.  The required work must follow the accomplishment instructions in Apex Aircraft Service Bulletin (SB) 050605 (or a later approved revision).\n- Applicability is limited to CAP10B aeroplanes that have had major change 000302 (wood/carbon-made wing) and with serial numbers 001 to 282 inclusive.\n- Timing: the inspection must be done at the next scheduled maintenance operation but no later than 50 hours time in service after the directive’s effective date.  If defects are found, the corrective modification must be completed before the aircraft flies again.\n- The directive cites an EASA airworthiness directive (EASA AD 2007‑0014) and takes effect from 15 March 2007.\n\n**Who it affects\n\n- Aircraft owners and operators of the specified CAP10B serial numbers.  They are responsible for ensuring the inspection and any corrective work are carried out.\n- Maintenance organisations (approved maintenance providers) who will perform the inspection and any wiring modification according to the referenced Service Bulletin.\n- Regulators and inspectors who may verify compliance.\n\n**Why it matters (stated safety purpose and practical effect)\n\n- The stated reason is that an incorrectly routed PTT wire bundle and unsecured connectors impeded full movement of the control stick on one CAP10B and reduced elevator deflection by about 13°.  The inspection/modification eliminates wiring that could restrict control stick travel and thereby reduces the risk of loss of full pitch control.\n\n**Costs, incentives, and trade‑offs (practical test of the stated purpose)\n\n- Who pays: private aircraft owners/operators bear the direct cost of the inspection and of any required rewiring (labour and any parts). Maintenance organisations earn revenue from performing the work.\n- Operational cost and downtime: the inspection is scheduled to coincide with the next maintenance but must be completed within 50 hours TIS, which may force out‑of‑sequence maintenance or short‑term grounding if inspection cannot be scheduled promptly. If defects are found, the aircraft is grounded until the modification is done, imposing immediate operational disruption.\n- Compliance burden and implementation risk: the work follows a published Service Bulletin (SB 050605). That reduces technical uncertainty, but the AD allows only SB or “later approved revision,” which creates limited regulatory discretion about acceptable alternatives. The work appears to be wiring routing and securing — a routine maintenance task for suitably approved shops — so technical implementation risk is low where qualified maintenance is available.\n- Concentrated benefit, diffuse cost: the safety benefit accrues to aircraft occupants and third parties (preventing restricted control movement). The cost is concentrated on owners/operators of the specific serial-numbered aeroplanes. This creates a small number of payers relative to the broader community benefiting from the reduced risk.\n- Market effects: this is unlikely to affect competition materially in the MRO market except for a modest increase in short-term demand for wiring/inspection work for affected aircraft. Insurance premiums, resale value, or scheduled operations could be marginally affected for the affected fleet depending on the prevalence of defects found.\n\n**Who decides and what changes in behaviour\n\n- CASA (the regulator) issued the directive; compliance decisions and how the inspection/modification are scheduled are made by the owner/operator and the nominated maintenance organisation, subject to the requirement to follow the referenced Service Bulletin or an approved alternative.\n- Behavioural change: operators must add the specific inspection to their maintenance programme within the stated time window and must not operate an aircraft with an identified defect until it has been corrected.\n\n**Net practical summary\n\n- Mechanically: inspect PTT wiring/connector routing on specified CAP10B serials by the next scheduled maintenance or within 50 hours TIS; if defects found, re‑route and secure wiring per SB 050605 before next flight.  The directive targets a specific wiring mis‑routing that can limit control stick movement.  The direct costs fall on owners/operators (inspection time, possible rewiring and grounding), while maintenance organisations perform the work.**"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a standard, targeted Airworthiness Directive addressing a specific known safety defect in a specific aircraft type. The scope remains precisely limited to the wiring inspection and correction for the affected CAP10B aircraft, consistent with the original safety purpose."},"complexity_factors":["Single, clearly defined applicability (specific aircraft model, specific modification, specific serial number range)","Two straightforward sequential requirements with clear trigger conditions","Single cross-reference to an external technical document (EASA AD 2007-0014 and Apex SB 050605)","Simple compliance timeline (50 hours time in service / before further flight)","No defined terms section, no nested exceptions, no conditional logic beyond basic 'if found, then fix'","Total length: approximately 250 words of substantive content"],"plain_english_summary":"This CASA Airworthiness Directive mandates owners/operators of French-made CAP10B aerobatic aircraft (wood/carbon wings, serials 001–282 with wing major change 000302) to inspect the cockpit Push-to-Talk radio wiring per Apex Service Bulletin 050605 and correct any faults before next flight.\n\nIt follows an incident where misrouted/loose radio wiring reduced elevator travel by 13°, compromising control. Compliance was required within 50 flight hours or at next maintenance; AD effective 15 March 2007."},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/ad-cap-10-11-push-to-talk-wiring","history":"/api/acts/ad-cap-10-11-push-to-talk-wiring/history","analysis":"/api/acts/ad-cap-10-11-push-to-talk-wiring/analysis","conflicts":"/api/acts/ad-cap-10-11-push-to-talk-wiring/conflicts","importantCases":"/api/acts/ad-cap-10-11-push-to-talk-wiring/important-cases","documents":"/api/acts/ad-cap-10-11-push-to-talk-wiring/documents"}}