{"id":"F2006B04846","name":"AD/CAP 10/4 Amdt 3 - Flight Limitations","slug":"ad-cap-10-4-amdt-3-flight-limitations","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":44653,"registerId":"commonwealth-F2006B04846-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/CAP 10/4 Amdt 3 - Flight Limitations","content":"![](image.001.png)\n\nAIRWORTHINESS DIRECTIVE\n\n![](image.001.png)  \n\nFor the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/CAP 10/4 Amdt 2 and issues the following AD under subregulation 39.1 (1) of CASR 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.\n\n![](image.001.png)  \n\nAvions Mudry Cap Series Aeroplanes\n\nAD/CAP 10/4\n\nAmdt 3\n\n  \n\nFlight Limitations 12/2003 DM\n\nApplicability: CAP 10B aircraft with serial numbers 01, 02, 03, 04, and 1 through 282, which are not fitted with a replacement wood/carbon wing following application of major change 000302.\n\nRequirement: 1. Check that No. 1 wing rib has been modified in accordance with Service Bulletin CAP10B No.16 (CAP10B-57-004).\n\nIf so, the limitations of Requirements 2 and 3 apply. Also, perform the actions described in Requirement 4.\n\nIf not, the aircraft is not to be operated. Contact the Type Certificate holder (APEX Aircraft, 1 route de Troyes, 21121 DAROIS, FRANCE, Fax +33 3 80 35\n\n65 15, Email: airworthiness@apex-aircraft.com)\n\n    2. Load factors\n\nThe flight envelope is limited as follows:\n\n    For solo flights, from \\-3.5 to + 5;\n    With 2 persons on board, from –3.5 to + 4.3\n\n    Flick manoeuvres speed limitation\n\nThe airspeed for positive and negative flick manoeuvres must never exceed 160 km/hr (86 kts).\n\nInstall a temporary placard in full view of the pilot specifying the two limitations defined in Requirements 2 and 3.\n\nNo aircraft can be operated if the limitations defined in Requirements 2 and 3 are exceeded. In that case contact APEX Aircraft.\n\n    4. Perform the following repetitive inspections in accordance with the appropriate maintenance manual:\n\n    Perform inspections of the upper and lower spar flanges.\n    Inspect the landing gear attachment blocks.\n\nAvions Mudry Cap Series Aeroplanes\n\nAD/CAP 10/4 Amdt 3 (continued)\n\nNote: DGAC Emergency AD U2003-375(A) refers.\n\nCompliance: For Requirements 1, 2, and 3: Before further flight after 1 October 2003.\n\nFor Requirement 4.a.:\n\n    At each Intermediate inspection (at intervals not to exceed 55 flying hours).\n\n    b. After a hard or overweight landing.\n\n    c. After exceeding the airframe limitations. For Requirement 4.b.: At each annual inspection.\n\nThis Amendment becomes effective on 1 October 2003.\n\nBackground: The DGAC received a further report of a wing in-flight structural failure. Spar inspections in accordance with Avion Mudry Service Bulletin (SB) No. 15 Revision 1, and the wing covering inspection in accordance with Cap Aviation SB 990501 (mandated by the original issue of this AD) do not appear to have been effective in detecting defects in the wing structure. A single exceedence of the wing limit load factor can result in compression failures inside the wing main spar. These failures can then spread under loads within the aircraft’s flight envelope. In extreme cases this can lead to in-flight wing failure within the aircraft’s approved flight envelope.\n\nHence, aircraft may already contain defects which will remain undetected by SB15 inspection methods. Amendment 2 introduced a new inspection process that replaces the inspection previously required by SB No. 15.\n\nAmendment 3 is issued in response to a new DGAC AD which was prompted by a new in-flight fracture of a CAP 10B wing in June 2003. Initial investigation indicates a possible incorrect application of SB No. 16.\n\n![](image.002.png)  \n\nDavid Villiers\n\nDelegate of the Civil Aviation Safety Authority 25 September 2003\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 1 October 2003.","sortOrder":0}],"analysis":{"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"},"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":true,"description":"Amendment 3 tightens and changes the earlier regime: it revokes Amendment 2 and replaces the prior SB No.15 inspection method with a check against SB No.16 (Requirement 1; Background). It adds affirmative flight limitations (load factors and flick‑manoeuvre speed) and a cockpit placard, mandates repetitive spar and attachment‑block inspections with specified intervals and triggers, and requires grounding of aircraft that do not show the SB16 modification (Requirements 1–4; Compliance). These changes respond to a new in‑flight wing fracture reported by DGAC (Background)."},"complexity_factors":["Conditional applicability limited to CAP 10B serials 01–04 and 1–282 and excluded where a replacement wood/carbon wing (major change 000302) has been fitted (Applicability).","Dependence on an external Service Bulletin (CAP10B No.16) to determine whether the aircraft may operate or must be grounded (Requirement 1).","Multiple, concurrent operational constraints: specific load‑factor limits for solo and two‑person flights, a flick‑manoeuvre airspeed cap (160 km/hr), and a mandatory cockpit placard (Requirements 2–3).","Repetitive structural inspections with differing triggers and intervals: intermediate inspection ≤55 flying hours for spar flanges, annual inspection for landing‑gear attachment blocks, and inspections after hard/overweight landings or exceedence of airframe limits (Requirement 4; Compliance).","Immediate compliance deadline for flight limitations and checks (before further flight after 1 October 2003) combined with ongoing inspection regime (Compliance).","Cross‑reference to foreign authority documents and prior service bulletins (DGAC Emergency AD U2003-375(A); SB No.15 and SB No.16) increasing interpretation and implementation work for maintainers (Background; Note).","Regulatory action framed as a revocation and replacement of a previous AD under CASA’s delegated power (revokes AD/CAP 10/4 Amdt 2; issued under CASR subregulation 39.1(1)), requiring administrators and operators to track amendment history."],"plain_english_summary":"This Airworthiness Directive revokes the prior amendment and requires operators of specified Avions Mudry CAP 10B aeroplanes (serials 01–04 and 1–282, unless fitted with a replacement wood/carbon wing) to confirm the No.1 wing‑rib modification per Service Bulletin CAP10B No.16. If modified, it imposes new load‑factor limits, a flick‑manoeuvre speed limit, a cockpit placard and repetitive spar and landing‑gear‑block inspections; aircraft not modified must not be flown.\n\nOwners/operators bear the compliance costs, must follow the inspection intervals and placard requirement, and were directed to act after DGAC reports of in‑flight wing failures (issued under CASR subregulation 39.1(1))."},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This amendment stays tightly focused on its original purpose: addressing wing structural integrity in CAP 10B aircraft. While it replaces previous amendments (Amendments 1 and 2), it does not expand beyond the specific safety issue of wing spar failures and flight envelope limitations. The scope remains limited to the affected serial numbers and the specific unsafe condition."},"complexity_factors":["Short, single-purpose document (4 requirements plus compliance dates)","Only 5 defined serial number ranges in applicability section","Simple conditional logic: 'If modified, do X; if not modified, ground aircraft'","No cross-references to other legislation beyond CASR 1998 subregulation 39.1(1) and two referenced Service Bulletins","Clear compliance deadlines ('Before further flight after 1 October 2003')","Background narrative explains rationale in plain language"],"plain_english_summary":"This Airworthiness Directive replaces an earlier order after an in‑flight wing failure on CAP 10B aircraft. It immediately grounds unmodified wooden‑wing CAP 10Bs (owners must contact the manufacturer), imposes stricter flight limits and a cockpit warning for modified aircraft, and requires repetitive inspections of wing spars and landing‑gear attachments.\n\nIt affects CAP 10B serials 01–04 and 1–282 with original wooden wings and aims to prevent catastrophic wing failures by managing latent spar damage."}},"importantCases":[],"_links":{"self":"/api/acts/ad-cap-10-4-amdt-3-flight-limitations","history":"/api/acts/ad-cap-10-4-amdt-3-flight-limitations/history","analysis":"/api/acts/ad-cap-10-4-amdt-3-flight-limitations/analysis","conflicts":"/api/acts/ad-cap-10-4-amdt-3-flight-limitations/conflicts","importantCases":"/api/acts/ad-cap-10-4-amdt-3-flight-limitations/important-cases","documents":"/api/acts/ad-cap-10-4-amdt-3-flight-limitations/documents"}}