{"id":"F2006B05804","name":"AD/PA-32/10 - Fuel System Improvements - Modification","slug":"ad-pa-32-10-fuel-system-improvements-modification","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":135734,"registerId":"commonwealth-F2006B05804-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/PA-32/10 - Fuel System Improvements - Modification","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)  Piper PA-32 (Cherokee Six) Series Aeroplanes\n\n \n\nAD/PA-32/10 Fuel System Improvements - Modification 12/67\n\nApplicability: Model PA-32-260 with S/Nos. 32-1 to 32-14, 32-16 to 32-853; Model PA-32-300\n\nwith S/Nos. 32-15 and 32-40001 to 32-40153.\n\n \n\nDocument: 1. Piper SB Nos. 249 and 253; or\n\n \n\n2. FAA AD 67-26-2.\n\n \n\nCompliance: Within 100 hours time in service after 22 February 1968.\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\n \n\n \n\n \n\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The AD is limited to a specific set of PA-32 models and serial numbers and prescribes a single required action (fuel system modification) to be completed in accordance with the listed documents within a defined time window. The text contains no indication that the scope was changed from an earlier or different intent; the instrument itself sets out the applicable aircraft, the accepted compliance documents, and the compliance timeframe."},"complexity_factors":["Narrow, specific applicability by model and serial number (Applicability)","Fixed, time‑based compliance requirement (100 hours TIS after 22 February 1968) which constrains scheduling (Compliance)","Delegation of technical detail to external documents (Piper SB Nos. 249 and 253; FAA AD 67-26-2) — compliance depends on those documents (Document)","Technical nature of the required work (fuel system modification) implies specialised maintenance actions, though the AD does not detail them (Document)","Historic date and retrospective compliance window make current applicability straightforward but historically time‑sensitive (Compliance)"],"plain_english_summary":"What this instrument does, mechanically:\n\n- This Airworthiness Directive (AD) requires a modification to the fuel system on certain Piper PA-32 (Cherokee Six) aeroplanes. The required work must be carried out in accordance with either Piper Service Bulletins Nos. 249 and 253 or FAA AD 67-26-2. (Document)\n- The AD applies only to the listed models and serial numbers: Model PA-32-260 with S/Nos. 32-1 to 32-14, 32-16 to 32-853; and Model PA-32-300 with S/Nos. 32-15 and 32-40001 to 32-40153. (Applicability)\n- The modification had to be completed within 100 hours time in service after 22 February 1968. (Compliance)\n\nWho this affects:\n\n- Operators and owners of the specific PA-32 aeroplanes named in the Applicability clause. The AD sets a mandatory work requirement for those aircraft. (Applicability, Compliance)\n\nWhy it matters (what the instrument claims to achieve, and how that relates to costs and implementation):\n\n- The instrument is titled “Fuel System Improvements - Modification,” and it directs compliance with specific service/airworthiness documents. The title and the documentary references indicate the AD’s stated purpose is to effect improvements to the fuel system by following the procedures in Piper SB Nos. 249 and 253 or FAA AD 67-26-2. (Document)\n\n- The AD itself does not set out any cost allocation, nor does it describe enforcement steps or penalties; it only prescribes the required modification, the acceptable documents for performing it, the aircraft to which it applies, and the compliance time. (Applicability, Document, Compliance)\n\nPractical implications and implementation points grounded in the AD text:\n\n- Compliance burden: Affected aircraft must receive the specified modification within the stated service-time window (100 hours TIS after 22 February 1968). That creates a fixed and relatively short compliance window tied to flight hours. (Compliance)\n- Technical discretion: The AD delegates the technical specifics of the modification to the referenced documents (Piper SB Nos. 249 and 253; or FAA AD 67-26-2). The AD therefore requires adherence to external technical guidance rather than prescribing step‑by‑step measures in the AD text itself. (Document)\n- Decision authority: The AD is issued under the Commonwealth/Civil Aviation framework and appears in the Schedule of Airworthiness Directives; it is therefore an instrument originating from the civil aviation regulator. The AD text does not allocate costs or explicitly state who bears financial responsibility for the modification. (header, Applicability, Compliance)\n\nTrade-offs, uncertainties and implementation risks explicitly visible in the AD text:\n\n- The AD creates a mandatory technical work requirement for a narrowly defined set of aircraft; any costs, parts procurement, and maintenance labour required to meet the modification are not detailed in the AD itself and would fall to those required to comply (the AD does not state otherwise). (Applicability, Document, Compliance)\n- The AD relies on external service/airworthiness documents for the method of compliance. That means the practical complexity of compliance depends on those documents (their parts, procedures and tooling), which are not reproduced in the AD. (Document)\n\nSource citations: key points above come directly from the AD’s Applicability, Document and Compliance clauses, and the AD header identifying it as a Civil Aviation Safety Authority airworthiness directive."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted safety directive focused specifically on fuel system modifications for a narrow range of aircraft. It has not expanded beyond its original technical scope."},"complexity_factors":["Very short document (approximately 200 words)","Only 2 defined applicability criteria (specific aircraft models and serial number ranges)","Simple binary compliance path (follow either Piper SBs or FAA AD)","Single, unambiguous deadline (100 hours time in service after a fixed date)","No cross-references to other legislation beyond the parent Civil Aviation Regulations 1998","No conditional logic, exceptions, or nested provisions"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — essentially a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA). It requires specific modifications to the fuel systems of certain Piper PA-32 Cherokee Six aircraft.\n\n**What it does:**\n- Forces owners/operators of specific Piper PA-32 models to improve their fuel systems\n- The fix must follow either Piper Service Bulletins 249 and 253, or an equivalent American FAA directive (AD 67-26-2)\n\n**Who it affects:**\n- Owners and operators of:\n  - Piper PA-32-260 aircraft with serial numbers 32-1 through 32-14, and 32-16 through 32-853\n  - Piper PA-32-300 aircraft with serial numbers 32-15 and 32-40001 through 32-40153\n\n**Why it matters:**\nAirworthiness Directives are legally binding safety requirements. If you don't comply by the deadline, you cannot legally fly the aircraft. This particular directive addresses fuel system safety — critical because fuel system failures can cause engine stoppage or fires. The deadline was 100 hours of flight time after 22 February 1968, meaning this is a historical directive that would have already been complied with by any aircraft still in service today."}},"importantCases":[],"_links":{"self":"/api/acts/ad-pa-32-10-fuel-system-improvements-modification","history":"/api/acts/ad-pa-32-10-fuel-system-improvements-modification/history","analysis":"/api/acts/ad-pa-32-10-fuel-system-improvements-modification/analysis","conflicts":"/api/acts/ad-pa-32-10-fuel-system-improvements-modification/conflicts","importantCases":"/api/acts/ad-pa-32-10-fuel-system-improvements-modification/important-cases","documents":"/api/acts/ad-pa-32-10-fuel-system-improvements-modification/documents"}}