{"id":"F2006B10325","name":"AD/GROB 115/6 - Elevator - Lever","slug":"ad-grob-115-6-elevator-lever","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":56081,"registerId":"commonwealth-F2006B10325-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/GROB 115/6 - Elevator - Lever","content":"---\nmeta-content-style-type: text/css\nmeta-content-type: application/xhtml+xml; charset=utf-8\nmeta-generator: Aspose.Words for .NET 22.10.0\n---\n\n?xml version=\"1.0\" encoding=\"utf-8\" standalone=\"no\"?>\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  Grob G115 Series Aeroplanes\n\n \n\nAD/GROB 115/6 Elevator - Lever 5/95 DM\n\nApplicability: All Grob G115, G115A and G115B.\n\n \n\nRequirement: Carry out a dye penetrant inspection of the elevator lever (P/N 115-3571) for cracks in accordance with Grob G115 Service Bulletin TM 1078-29.\n\n \n\nNote: LBA AD 93-135 Grob refers.\n\n \n\nCompliance: Initially inspect within 5 hours time in service from 29 March 1995.\n\n \n\nRe-inspect at intervals not to exceed 100 hours time in service.\n\n \n\nBackground: A report has been received of cracks in the elevator lever. Precautionary inspections will ensure that the airworthiness of the aircraft is maintained.\n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The directive applies to all Grob G115, G115A and G115B aeroplanes and prescribes an inspection regime for a specific part (Applicability; Requirement). It adds an inspection obligation and a repeating inspection interval but does not broaden the product or operator scope beyond those models or alter other operating rules in the material provided. Therefore, the scope (who is covered and what component is affected) is consistent with the document’s stated purpose and shows no change from that stated intent (Applicability; Background)."},"complexity_factors":["Narrow technical scope limited to a single component (elevator lever) on a defined set of models (Applicability).","Clear, short compliance timeline: immediate initial inspection within 5 hours TIS from a specified date and periodic re-inspection every 100 hours TIS (Compliance; Re-inspect).","Procedural detail is delegated to an external document (Grob G115 Service Bulletin TM 1078-29), creating a dependency for method and remedial actions (Requirement).","Operational impact concentrated on maintenance scheduling and potential downtime; no broad regulatory or procedural changes in the text provided (Requirement; Background).","The AD text does not specify enforcement, recordkeeping, or corrective action steps within the directive itself, requiring cross-reference to other material (Requirement; Background)."],"plain_english_summary":"What this changes, mechanically:\n\n- The directive requires owners/operators of all Grob G115, G115A and G115B aeroplanes to carry out a dye-penetrant inspection of the elevator lever (part number 115-3571) using the procedure in Grob G115 Service Bulletin TM 1078-29 (Requirement; Applicability).\n- The first inspection had to be completed within 5 hours time in service from 29 March 1995, and thereafter the lever must be re-inspected at intervals not exceeding 100 hours time in service (Compliance; Re-inspect).\n\nOfficial rationale stated in the document:\n\n- The Background records that a report of cracks in the elevator lever was received and frames the inspections as precautionary measures to maintain airworthiness (Background).\n\nWho pays and who decides:\n\n- The document places the obligation on operators/maintainers of the affected aircraft to carry out the inspections (Applicability; Requirement). Those operators or their contracted maintenance providers will therefore bear the direct costs of inspection, and, if cracks are found, the costs and time required for repair or replacement (Requirement; Background).\n- The technical method for the inspection is delegated to the manufacturer’s service bulletin (Grob G115 Service Bulletin TM 1078-29), so the service bulletin’s specified procedures determine how the inspections must be done (Requirement).\n\nBehavioural effects, compliance burden and discretion:\n\n- Behaviour change required: operators must add an immediate inspection task (within the short initial window) and an ongoing periodic inspection every 100 hours TIS (Compliance; Re-inspect). This changes maintenance scheduling and increases inspection frequency for the affected component.\n- Compliance burden is concrete: time in service limits (short initial window) can force near-term aircraft downtime, and the need to follow a specific service bulletin constrains how maintenance providers carry out the inspection (Compliance; Requirement).\n- The text prescribes the inspection and references the service bulletin but does not itself describe enforcement, recordkeeping, or remedial actions to take if cracks are found — those details would be in the service bulletin or other regulatory material (Requirement; Background).\n\nTrade-offs, incentives and foreseeable operational effects:\n\n- The stated benefit mechanism is detection of cracks in the elevator lever to preserve airworthiness (Background). The inspection requirement creates immediate costs for operators (inspection labour, potential replacement parts, and aircraft downtime) in exchange for earlier detection of a component defect (Requirement; Background).\n- The requirement channels inspection work to whoever the operator contracts (independent maintenance businesses or in-house maintenance), which is likely to increase short-term demand for inspection services but also imposes scheduling and cost obligations on aircraft owners (Applicability; Requirement).\n- The directive is narrowly targeted to a single component on a defined set of aircraft; it does not change aircraft design or broader operational rules in the text provided (Applicability; Requirement).\n\nImplementation risk and open items in the document:\n\n- The inspection method is referenced by service bulletin only; this reliance creates a dependency on that external document for procedural detail and any associated replacement/repair instructions (Requirement).\n- The AD sets timing and inspection frequency, but the document supplied does not specify follow-up actions, approval of repairs, or administrative enforcement, so implementers must consult the referenced service bulletin and relevant regulatory guidance for those particulars (Requirement; Background)."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted safety directive addressing a specific reported defect in a specific aircraft part. It has not expanded beyond its original purpose of ensuring elevator lever integrity through mandatory inspection."},"complexity_factors":["Single, specific mechanical component targeted (elevator lever P/N 115-3571)","Only three aircraft models affected (G115, G115A, G115B)","Straightforward two-part compliance schedule (initial + recurring)","Single inspection method specified (dye penetrant)","No nested exceptions, conditional clauses, or alternative compliance methods","Short document (approximately 150 words of substantive content)","Only one defined term requiring external reference (Service Bulletin TM 1078-29)"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — essentially a mandatory safety notice issued by Australia's Civil Aviation Safety Authority (CASA) for specific aircraft.\n\n**What it does:**\nOrders owners and operators of **Grob G115 series aeroplanes** (including models G115, G115A, and G115B) to inspect a specific part called the **elevator lever** (part number 115-3571) for cracks.\n\n**Who it affects:**\nAnyone who owns, operates, or maintains these particular German-made training aircraft in Australia.\n\n**What must be done:**\n- **Initial inspection:** Must be completed within 5 hours of flying time after 29 March 1995\n- **Ongoing inspections:** Must be repeated every 100 hours of flying time\n- **How:** Using a \"dye penetrant\" method — a standard engineering technique where special dye is applied to reveal tiny cracks not visible to the naked eye\n- **Standard to follow:** Grob Service Bulletin TM 1078-29\n\n**Why it matters:**\nCracks were discovered in this component on at least one aircraft. The elevator controls the aircraft's pitch (up and down movement). If the elevator lever failed in flight, the pilot could lose control of the aircraft. These mandatory inspections prevent catastrophic failure and potential crashes.\n\n**Note:** This references a German aviation authority directive (LBA AD 93-135), showing Australia was adopting a safety measure already required in the aircraft's home country."}},"importantCases":[],"_links":{"self":"/api/acts/ad-grob-115-6-elevator-lever","history":"/api/acts/ad-grob-115-6-elevator-lever/history","analysis":"/api/acts/ad-grob-115-6-elevator-lever/analysis","conflicts":"/api/acts/ad-grob-115-6-elevator-lever/conflicts","importantCases":"/api/acts/ad-grob-115-6-elevator-lever/important-cases","documents":"/api/acts/ad-grob-115-6-elevator-lever/documents"}}