{"id":"F2006B05406","name":"AD/PA-20/15 Amdt 1 - Fuel Primer and Hydraulic Lines - Re-Routing","slug":"ad-pa-20-15-amdt-1-fuel-primer-and-hydraulic-lines-re-routing","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":46047,"registerId":"commonwealth-F2006B05406-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/PA-20/15 Amdt 1 - Fuel Primer and Hydraulic Lines - Re-Routing","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \nPiper PA-20 (Pacer) Series Aeroplanes\n\nAD/PA-20/15\n\nAmdt 1\n\n  \nFuel Primer and Hydraulic Lines \\- Re-Routing 4/85 DM\n\nApplicability: All models.\n\nRequirement: 1. To prevent contact with the exhaust muffler, re-route fuel primer line, and wheel brake hydraulic line if necessary, to ensure that they do not pass behind the muffler.\n\n2. Using clamps secure the lines to the firewall \\- refer to Piper SL No 213 for fuel primer line clamping instructions.\n\nNote: FAA AD 53-24-4 refers\n\nCompliance: Within 25 hours time in service after 31 March 1985.\n\nBackground: This Directive has been amended to combine the intent of Piper SL No 213 and FAA AD 53-24-4 into a single requirement. Re-routing, as applicable, of the fuel primer line and wheel brake hydraulic line is necessary to preclude the possibility of an in- flight fire.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This amendment does not expand scope beyond the original intent. It consolidates two existing safety requirements (Piper Service Letter 213 and FAA AD 53-24-4) into a single directive, maintaining the same safety objective: preventing in-flight fire from fuel/hydraulic lines contacting the exhaust muffler."},"complexity_factors":["Very short document — only 2 substantive requirements plus a note and background","Only 1 defined term implicitly referenced (Piper SL No. 213 — an external technical document)","No nested conditional logic or cross-references to other legislation","Simple, direct imperative language ('re-route', 'secure')","Single applicability criterion ('All models') with no exceptions or carve-outs"],"plain_english_summary":"This is an **Airworthiness Directive** (a mandatory safety order) for owners and operators of **Piper PA-20 (Pacer) series aeroplanes**.\n\n**What it does:**\n- Requires owners to **re-route two specific lines** in the aircraft:\n  - The **fuel primer line** (a tube that delivers fuel to help start the engine)\n  - The **wheel brake hydraulic line** (if applicable)\n- These lines must **not pass behind the exhaust muffler** — this is to stop them touching the hot muffler and potentially causing a fire.\n- The lines must be **secured to the firewall** using clamps, following specific instructions from the manufacturer (Piper Service Letter No. 213).\n\n**Who it affects:**\n- Anyone who owns or operates a **Piper PA-20 (Pacer)** aircraft — all models are covered.\n\n**Why it matters:**\n- **Safety critical.** If these fuel or hydraulic lines touch the hot exhaust muffler, they could leak or rupture, causing an **in-flight fire**. This directive prevents that risk by ensuring proper routing and securing of the lines.\n\n**When it had to be done:**\n- Within **25 hours of flying time** after 31 March 1985.\n\n**Background:**\n- This is an **updated version** (Amendment 1) that combines two earlier safety notices — one from the manufacturer (Piper) and one from the US aviation authority (FAA) — into a single, clearer requirement."},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":true,"description":"The Background states the Directive was amended to combine the intent of Piper Service Letter No. 213 and FAA AD 53‑24‑4 into a single requirement. Mechanically, the current Directive mandates re‑routing and clamping of the fuel primer and wheel brake hydraulic lines for all PA‑20 models and sets a specific compliance timeframe (Requirement: 1–2; Compliance; Background). This consolidates previously separate guidance into one enforceable requirement."},"complexity_factors":["Technical mechanical work required (re‑routing fuel primer and hydraulic lines) that must be done correctly to mitigate safety risk (Requirement: 1–2).","Applicability to all PA‑20 models requires inspection of the entire fleet (Applicability).","Short, specific compliance window (25 hours time in service after 31 March 1985) creates scheduling pressure (Compliance).","Reference to an external manufacturer document (Piper SL No. 213) for clamping instructions constrains implementation and requires access to that document (Requirement: 2).","Consolidation of previous guidance (Piper SL No. 213 and FAA AD 53‑24‑4) into a single Directive may require checking prior materials to confirm changes (Background).","Safety‑critical nature of fuel and hydraulic systems increases consequences of incorrect compliance and therefore requires qualified maintenance personnel (inferred from Requirement: 1–2)."],"plain_english_summary":"What this directive does (mechanically)\n\n- Requires owners/operators of Piper PA-20 (Pacer) series aeroplanes to inspect the routing of two lines and change them if necessary so they do not pass behind the exhaust muffler (Requirement: 1). Specifically, it covers the fuel primer line and the wheel brake hydraulic line.\n- Requires those lines to be secured to the firewall with clamps, with specific clamping instructions for the fuel primer line given in Piper Service Letter No. 213 (Requirement: 2).\n- Sets a mandatory compliance window: the work must be done within 25 hours time in service after 31 March 1985 (Compliance).\n\nOfficial stated purpose\n\n- The directive states its intent is to prevent contact between those lines and the muffler and to preclude the possibility of an in‑flight fire (Requirement: 1; Background). It also notes that it consolidates the intent of Piper SL No. 213 and FAA AD 53‑24‑4 into a single requirement (Background).\n\nWho pays and who decides\n\n- Owners/operators of affected Piper PA-20 aircraft are the parties required to carry out the re‑routing and clamping (Applicability; Requirement). They will pay for the labour, parts (clamps, hose re‑routing hardware) and any maintenance‑shop costs needed to comply.\n- The owner/operator (or their maintenance provider) decides how to perform the mechanical re‑routing in practice, subject to the clamps and fuel‑primer clamping instructions referenced in Piper SL No. 213 (Requirement: 2). Any technical judgement about how to re‑route safely will be made by the person or organisation performing the maintenance.\n\nBehavioural and operational effects\n\n- Aircraft maintenance behaviour changes: mechanics must inspect routing relative to the muffler, re‑route the two lines where they pass behind the muffler, and secure them to the firewall as required (Requirement: 1–2).\n- The amendment consolidates previously separate guidance (Piper SL No. 213) and a referenced FAA airworthiness directive (FAA AD 53‑24‑4) into a single regulatory requirement, so compliance will be judged against this Directive (Background).\n\nCompliance burden, discretion and implementation risk\n\n- Compliance burden: the directive imposes a one‑off mechanical modification/inspection to be completed within a short mandated time window (25 hours TIS after 31 March 1985) (Compliance). Costs are the direct maintenance and parts costs borne by owners/operators.\n- Discretion: the Directive refers to a specific clamping method for the fuel primer line in Piper SL No. 213, which restricts how that part of the requirement is implemented; otherwise re‑routing choices are operationally decided by the maintenance provider (Requirement: 2).\n- Implementation risk: because the work is on fuel and hydraulic lines close to the exhaust system, it requires proper mechanical competence and correct clamps and routing. Incorrect routing or improper clamping could leave the hazard unaddressed, so competent maintenance is required (implicit from Requirement: 1–2).\n\nTrade‑offs, incentives and scope\n\n- The primary trade‑off is an immediate maintenance cost and downtime against a reduced risk of line contact with the muffler and the stated objective of reducing the risk of in‑flight fire (Background).\n- The consolidation of Piper SL No. 213 and FAA AD 53‑24‑4 into this Directive centralises the compliance requirement in one instrument, which simplifies the reference point for enforcement but requires operators to follow the Directive within the stated timeframe rather than separate guidance documents (Background).\n\nReferences within the Directive\n\n- Requirement steps and clamping reference: Requirement: 1–2.\n- Compliance timeframe: Compliance.\n- Reason and amendment explanation: Background (notes consolidation of Piper SL No. 213 and FAA AD 53‑24‑4)."}},"importantCases":[],"_links":{"self":"/api/acts/ad-pa-20-15-amdt-1-fuel-primer-and-hydraulic-lines-re-routing","history":"/api/acts/ad-pa-20-15-amdt-1-fuel-primer-and-hydraulic-lines-re-routing/history","analysis":"/api/acts/ad-pa-20-15-amdt-1-fuel-primer-and-hydraulic-lines-re-routing/analysis","conflicts":"/api/acts/ad-pa-20-15-amdt-1-fuel-primer-and-hydraulic-lines-re-routing/conflicts","importantCases":"/api/acts/ad-pa-20-15-amdt-1-fuel-primer-and-hydraulic-lines-re-routing/important-cases","documents":"/api/acts/ad-pa-20-15-amdt-1-fuel-primer-and-hydraulic-lines-re-routing/documents"}}