{"id":"F2006B06300","name":"AD/PMC/45 - Additional Oil Filled Hubs","slug":"ad-pmc-45-additional-oil-filled-hubs","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":47397,"registerId":"commonwealth-F2006B06300-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"AIRWORTHINESS DIRECTIVE","sectionType":"part","heading":"AIRWORTHINESS DIRECTIVE","content":"# AIRWORTHINESS DIRECTIVE\n\n![](image.002.png)\n\n![](image.002.png)  \nFor the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CAR 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.","sortOrder":0},{"sectionNumber":"AD/PMC/45 Additional Oil Filled Hubs 8/2","sectionType":"part","heading":"AD/PMC/45 Additional Oil Filled Hubs 8/2000","content":"# AD/PMC/45 Additional Oil Filled Hubs 8/2000\n\nApplicability: All McCauley 2A36C23 and 2A36C82 propellers installed on, but not limited to, Beech Debonair and Beech Bonanza 35 and 36 series aircraft.\n\nRequirement: Convert propellers to oil filled configuration in accordance with instructions in McCauley Service Letter 1989-5A dated July 16, 1990.\n\nNote 1: Propellers previously modified in accordance with McCauley SL 1989-5 can be certified as complying with this Directive.\n\nNote 2: FAA AD 98-25-13 amdt 39-10939 refers.\n\nCompliance: Unless previously accomplished, at next visit to a propeller workshop where blade removal is carried out, at next propeller overhaul, or by 31 December 2003, whichever occurs first.\n\nThis Airworthiness Directive becomes effective on 10 August 2000.\n\nBackground: This Directive being raised after receipt of country of origin Airworthiness Directive.\n\n![Signature of Eugene Paul Holzapfel, Delegate of the Civil Aviation Safety Authority.](image.003.png)  \n\nEugene Paul Holzapfel\n\nDelegate of the Civil Aviation Safety Authority 30 June 2000\n\n![](image.002.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 12 July 2000.","sortOrder":1}],"analysis":{"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"This Directive implements the corrective action identified by the country‑of‑origin airworthiness authority and confines itself to a single technical remedy (conversion to oil‑filled hubs) for specified propeller models. It does not expand beyond that original safety objective: it prescribes a method (manufacturer service letter), allows previously compliant modifications, and sets a clear compliance window. There is no material growth of scope beyond the stated purpose in the document."},"complexity_factors":["Short directive (single‑issue AD)","Few defined terms (propeller model numbers specified explicitly)","One prescriptive technical reference (McCauley Service Letter 1989‑5A)","Simple compliance triggers (next blade removal, next overhaul, or fixed date)","Limited cross‑reference (FAA AD mentioned) and no nested exceptions"],"plain_english_summary":"**What this instrument does (mechanical change)\n\n- Requires conversion of certain McCauley propeller hubs from their original (dry) configuration to an oil‑filled configuration. The conversion must follow the instructions in McCauley Service Letter 1989‑5A (dated 16 July 1990). (Requirement section)\n- Applies to all McCauley 2A36C23 and 2A36C82 propellers installed on, but not limited to, Beech Debonair and Beech Bonanza 35 and 36 series aircraft. (Applicability section)\n- Compliance timing: the conversion must be done at the earlier of the next visit to a propeller workshop where blade removal is carried out, the next propeller overhaul, or by 31 December 2003, if not already done. (Compliance section)\n- Propellers already modified under McCauley Service Letter 1989‑5 meet this Directive. (Note 1)\n- The Directive references the corresponding FAA AD for the same issue. (Note 2)\n\n**Who is directly affected\n\n- Aircraft owners and operators that have the specified McCauley propellers on their aircraft. They are legally obliged to ensure the conversion is completed within the stated timeframe. (Applicability; Compliance)\n- Propeller maintenance workshops and overhaul facilities. They must perform the conversion according to the manufacturer’s service letter when commissioned to do so, and will produce the necessary maintenance records and certifications.\n\n**Who pays and who decides\n\n- The owner/operator of the aircraft or the operator using the maintenance service pays the cost (parts, labour, downtime) to carry out the conversion. (Implied by Requirement & Compliance)\n- The Civil Aviation Safety Authority (CASA) delegate issued the Directive under subregulation 39.1(1) of CAR 1998; CASA sets the requirement, and the manufacturer’s service letter prescribes the technical steps. (Prefatory paragraph; Requirement)\n\n**Why it matters (stated purpose, and how that is operationalised)\n\n- The Directive implements a corrective action from the country‑of‑origin airworthiness authority: convert hubs to oil‑filled configuration to address an identified unsafe condition. (Background; Requirement)\n- Operationally, the safety measure is enforced by making the modification mandatory within a clear compliance window and by tying the work to routine maintenance events (blade removal or overhaul) to minimise separate out‑of‑cycle work. (Compliance)\n\n**Costs, incentives and practical effects\n\n- Direct costs: parts, labour and workshop time required for conversion. Those costs are borne by owners/operators. (Requirement; Compliance)\n- Timing incentive: because the AD allows conversion at the next blade‑removal visit or overhaul, operators can defer the direct cost until scheduled maintenance, reducing immediate out‑of‑pocket expense but possibly concentrating costs at overhaul intervals. (Compliance)\n- Workload and downtime: workshops will see increased workload for affected propellers; operators may need to plan for the conversion during scheduled maintenance to avoid extra downtime. (Requirement; Compliance)\n- Compliance verification: conformity rests on following the McCauley service letter; prior compliant modifications are explicitly accepted, reducing duplicate work. (Note 1)\n\n**Implementation and enforcement considerations\n\n- The AD is technically prescriptive (requires adherence to a specific manufacturer service letter). This concentrates technical discretion with the manufacturer’s specified procedure and the workshop’s execution. (Requirement)\n- Enforcement relies on standard maintenance certification and CASA oversight; failure to comply would leave the aircraft non‑compliant with the AD. (Prefatory paragraph referencing CAR 1998)\n- Cross‑reference to FAA AD may assist workshops in accessing additional guidance or compliance history. (Note 2)\n\nSummary statement: Mechanically, this Airworthiness Directive makes a specific propeller hub modification mandatory for specified McCauley propellers, sets clear compliance triggers and a final compliance date, accepts prior equivalent modifications, and relies on the manufacturer’s service letter for technical steps. The financial and operational burden falls on aircraft owners/operators and maintenance providers, who must schedule and perform the conversion within the stated timeframes. (Applicability; Requirement; Compliance; Note 1; Background)\n"},"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"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a standard, narrowly-scoped Airworthiness Directive addressing a specific unsafe condition in specific propeller models. The scope remains tightly focused on the original safety issue without expansion into broader operational or maintenance requirements."},"complexity_factors":["Single, clearly defined applicability (two specific propeller models)","Single requirement with direct reference to external technical document (McCauley Service Letter 1989-5A)","Simple compliance timeline with three alternative triggers (workshop visit, overhaul, or hard deadline)","Only two brief notes providing cross-references and grandfathering provisions","No nested definitions, no conditional logic beyond the applicability criteria","Total length is approximately 250 words"],"plain_english_summary":"This CASA safety order requires owners/operators of Beech Debonair and Bonanza 35/36 aircraft fitted with McCauley 2A36C23 or 2A36C82 propellers to convert those propellers to an oil‑filled configuration per McCauley Service Letter 1989‑5A. Compliance is mandatory.\n\nWork must be done by the next propeller workshop visit or overhaul, or by 31 December 2003. It's a legally binding airworthiness directive tied to an FAA AD; non‑compliance grounds the aircraft."}},"importantCases":[],"_links":{"self":"/api/acts/ad-pmc-45-additional-oil-filled-hubs","history":"/api/acts/ad-pmc-45-additional-oil-filled-hubs/history","analysis":"/api/acts/ad-pmc-45-additional-oil-filled-hubs/analysis","conflicts":"/api/acts/ad-pmc-45-additional-oil-filled-hubs/conflicts","importantCases":"/api/acts/ad-pmc-45-additional-oil-filled-hubs/important-cases","documents":"/api/acts/ad-pmc-45-additional-oil-filled-hubs/documents"}}