AD/AA-1/13 - Stall and Spin Placards - Installation

Airworthiness directive (AD). This instrument is an airworthiness directive issued under Part 39 of the Civil Aviation Regulations 1998. An AD has the force of law. It forms part of the continued airworthiness requirements for the type. Non compliance renders the aircraft unairworthy and its operation unlawful.

Placard. A placard is a permanently affixed label bearing specific text or graphics. The directive prescribes exact wording for the first placard: “SPINS PROHIBITED”. That placard must be on the instrument panel in full view of the pilot. The second placard must contain a table. The directive reproduces the table as it must appear. It includes column headings, bank angles, flap settings, and stall speed values. The table is split into two sections: one for Model AA-1A, one for Model AA-1B.

Stall speeds and bank angles. The table shows stall speed (KIAS) at bank angles of 0, 20, 40, and 60 degrees, for two flap configurations (flaps up and flaps down). These speeds are stated as specific numbers. For the AA-1A at flaps up and 0 bank, stall speed is 54 KIAS; at 60 bank, it rises to 76 KIAS. For the AA-1B, the corresponding speeds are 56 and 79 KIAS. The table also states a weight and power condition: 1500 lbs power off for the AA-1A, and 1560 lbs power off for the AA-1B. That means the stall speed values apply only when the aeroplane is at those weights and with power off. If the aeroplane is operated at a different weight, the actual stall speed will differ. The directive does not provide a method to adjust the placard data for different weights. The placard data is therefore a fixed reference, not a comprehensive performance chart. Pilots must be aware that the indicated stall speeds are only valid at the stated weight.

Prohibition on spins. The “SPINS PROHIBITED” placard is a flat restriction on a specific manoeuvre. It does not distinguish between intentional and unintentional spins. The reason why spins are prohibited is not stated in the directive, but is likely due to the aeroplane’s spin recovery characteristics. The restriction affects the type’s certification category and operational limitations.

Model dependence. The table must match the aeroplane model. An AA-1A must display the AA-1A section of the table, and an AA-1B must display the AA-1B section. A placard showing the wrong model data would constitute non compliance, because the stall speeds differ between the two models. The directive applies to all models of the AA-1 series, so even early or late variants are covered.

Compliance deadline. The directive required compliance before 5 September 1973. This date is now long past. All AA-1 series aeroplanes in the Australian register should have been compliant since that date. However, a lapse in compliance can occur if the placards are removed, damaged, or replaced incorrectly. The duty to comply is ongoing.

This airworthiness directive directly affects the following persons and entities.

Aircraft owners and operators. The legal obligation to comply with the AD falls on the registered owner or the operator. If an AA-1 series aeroplane is operated without the required placards, the owner and the operator face enforcement action. The directive applies regardless of whether the aeroplane is used for private recreation, flight training, or commercial operations. In practice, many AA-1 aeroplanes are small, owner flown piston singles. The owner is also the person who must arrange for installation if the placards are missing or illegible.

Pilots. The pilot in command is responsible for ensuring the aircraft is airworthy before flight. That includes checking that all required placards are present and legible. A pilot who operates an AA-1 without the “SPINS PROHIBITED” placard or the stall speed placard may be in breach of the Civil Aviation Regulations. The placards also directly affect pilot decision making. The stall speed table informs the pilot of the risk of stall in turns, and the spin prohibition limits the pilot’s ability to perform spin training or aerobatic spins. Pilots who use the AA-1 for flight training must adjust their lesson plans accordingly.

Maintenance engineers and organisations. Any maintenance engineer who certifies the aeroplane as airworthy after a scheduled inspection must confirm that the placards are present and correct. Installation of the placards is a maintenance task that requires a log book entry. A certifying engineer who signs off an aircraft with missing or incorrect placards may be liable for regulatory action. The directive does not specify the installation method (e.g., adhesive, rivet, screw). The engineer must use good practice to ensure the placard remains in place and legible.

CASA. The Civil Aviation Safety Authority issues the directive and enforces compliance. Inspectors may check placards during ramp checks, audits, or airworthiness reviews. Non compliance can lead to enforcement action.

Buyers and sellers. Anyone purchasing an AA-1 series aeroplane should verify that the placards are installed and legible as part of the pre purchase inspection. Failure to do so could result in the buyer inheriting a compliance issue and the cost of rectification.

Insurers. An aircraft that is not in compliance with applicable ADs may be considered unairworthy, which could affect insurance coverage. An insurer may deny a claim if an accident occurs while the aircraft is non compliant. Conversely, the existence of the stall speed placard could be relevant in accident investigation if a stall related incident occurred; the placard is a prescribed source of information that the pilot should have used.

Duty to install. The primary duty is to install the two placards as specified. The installation must be completed before the aircraft is flown after the compliance date. The duty extends to any person who owns or operates the aircraft, and to any maintenance organisation that undertakes work on it.

Duty to maintain. After installation, the placards must be maintained in place, legible, and securely attached. If a placard becomes faded, damaged, or detached, the owner or operator must replace it. There is no scheduled maintenance interval for placards, but the normal annual or periodic inspection should include a check of required placards.

Duty not to alter. The “SPINS PROHIBITED” placard cannot be removed, covered, or modified. The stall speed table cannot be altered to show different values or to omit the model specific data. Any unauthorised change would render the aircraft non compliant.

Right to operate subject to compliance. Once the placards are properly installed, the aircraft is compliant with this specific AD and may be operated. The directive does not impose any other conditions on operation, such as weight restrictions or speed limits, beyond what the placards state. The pilot retains the right to fly the aircraft within its normal operating envelope, but must obey the spin prohibition.

Right to use alternative means of compliance. The directive does not explicitly allow alternative means of compliance. However, under Part 39 of the Civil Aviation Regulations, CASA may approve an alternative means of compliance if the applicant can demonstrate an equivalent level of safety. For this AD, an alternative might be a different placard format or location, or a modification that eliminates the need for the placards (such as a design change that improves spin characteristics). Any alternative would need prior CASA approval. In practice, no alternative is known because the directive is extremely old and the placards are simple.

Right to seek exemption. An owner may apply to CASA for an exemption from the AD under the Civil Aviation Act 1988. Exemptions are rare and would require strong justification. An exemption might be considered if the aircraft is used for a purpose where spins are needed and the aircraft is demonstrated to be safe in spins, but that would likely require a separate supplemental type certificate.

The directive itself does not state penalties. However, it is issued under Part 39 of the Civil Aviation Regulations 1998. Under that regulation, a person who contravenes an airworthiness directive is guilty of an offence. The maximum penalty can be significant. Under the Civil Aviation Act 1988, the maximum penalty for an individual is typically 50 penalty units, and for a body corporate it may be higher. A penalty unit is currently $313 (as of July 2024), so the fine could exceed $15,000. In some cases, imprisonment is possible for serious offences, but this is unlikely for a placard related contravention. Additionally, CASA can take administrative action: it can issue a notice of proposed suspension or cancellation of the aircraft’s certificate of airworthiness, or ground the aircraft until the placards are installed. The enforcement burden falls on the owner and operator. If the aircraft is involved in an accident and the placards are missing, the absence could be used as evidence of non compliance, which may affect liability or insurance claims.

CASA may discover non compliance during a scheduled airworthiness review, a ramp inspection, or after a report from a third party (e.g., a purchaser or a whistleblower). The practical risk of detection for a missing placard is moderate. Many AA-1 aircraft are old and may be stored or flown infrequently. An owner who flies only a few hours per year might not have the placard noticed. However, if the aircraft is based at a busy airport or used for hire or training, the likelihood of inspection is higher. In the event of an accident, investigators will check placards as part of the investigation. A missing “SPINS PROHIBITED” placard would be noted and could contribute to a finding of operational error.

The cost of non compliance includes the cost of rectification (fabricating and installing a placard, possibly an unplanned maintenance visit) plus the risk of a fine. For an individual owner, the fine may be disproportionate to the trivial cost of a placard, but CASA’s enforcement policy often issues a warning or a notice to rectify for minor compliance issues. However, the AD is mandatory, and CASA may take a stricter view if the non compliance is deliberate or repeated.

Civil Aviation Regulations 1998, Part 39. This directive is issued under Part 39, which is the overarching legal framework for airworthiness directives in Australia. Part 39 sets out the authority of CASA to issue ADs, the procedure for notification, and the obligation to comply. The directive draws its legal force from that Part. It also interacts with regulation 42V, which requires aircraft to be maintained in an airworthy condition. Compliance with this AD is necessary for the aircraft to be considered airworthy.

Aircraft type certificate. The AA-1 series aeroplane holds a type certificate issued by the FAA (the original type certificate holder) and validated by CASA. The type certificate specifies the aircraft’s design standards. This AD adds an additional requirement to the type certificate’s limitations. The placards become part of the aircraft’s approved flight manual supplement or operating limitations. The aircraft is not compliant with its type certificate unless the placards are installed. Any future type certificate data sheet revisions or supplements must be consistent with the AD.

Other airworthiness directives. Multiple ADs may apply to the same aircraft. The most restrictive limitation prevails. For example, another AD might require a placard with a different stall speed or a different spin restriction. The operator must ensure all ADs are complied with. This AD is likely one of many for the AA-1 series. Other ADs may address structural cracks, fuel system modifications, or engine limitations. The placards mandated here are not affected by later ADs unless specifically superseded or modified.

Maintenance regulations (Part 42 of CAR or Part 145 of CASR). The installation of the placard is a maintenance task. It must be performed by an appropriately licensed aircraft maintenance engineer (LAME) or under the supervision of one. The task must be recorded in the aircraft maintenance log book or work pack. The record should reference the AD number, describe the placard installation, and be signed off. The aircraft’s maintenance programme should include a periodic check of required placards, although this may not be explicitly stated.

Australian Airworthiness Requirements (AAC). The Civil Aviation Safety Regulations (CASR) have replaced some parts of CAR, but Part 39 remains in effect. The directive predates CASR. However, the obligation to comply is unchanged. Any transition to a CASR based maintenance organisation must still ensure AD compliance.

Insurance contracts. Many aviation insurance policies require the aircraft to be maintained in accordance with all applicable ADs. A breach of this AD may void the policy or reduce the payout. The insurer may also deny cover for an accident if the missing placard contributed to the cause (for example, if a pilot inadvertently stalls in a turn because the stall speed placard was absent). Conversely, if the placard was present and followed, it may help demonstrate the pilot’s reasonable care.

Criminal law. In the event of a fatal accident involving a non compliant aircraft, the owner or operator could face prosecution under the Civil Aviation Act for operating an unairworthy aircraft. The penalty could include imprisonment. The absence of the required placards would be a contributing factor.

The source text provides no amendment history. The directive is identified as AD/AA-1/13 Stall and Spin Placards - Installation 8/73. The “8/73” likely indicates the issue date of August 1973. The directive number suggests it is the 13th airworthiness directive issued for the AA-1 series. Based on the text available, there are no records of amendments, revisions, or supersedure. The directive appears to be current and unchanged since its original issue. It is possible that CASA has issued later amendments that are not included in the provided extract, but we cannot assume that. If the directive had been superseded, it would typically be indicated by a note such as “Superseded by AD/AA-1/…” or “Rescinded”. No such note appears.

Given the age of the directive (over 50 years), it is plausible that it has been incorporated into the type certificate or superseded by a later, more comprehensive AD. However, the document provided does not state that. Operators and maintenance engineers should check the current CASA AD database (or the UK CAA’s AD database, as Australia used to adopt UK ADs for imported types) to confirm the status. For the purposes of this deep dive, based solely on the source, the directive is presented as issued and current. The lack of an amendment history section in the directive itself is typical for older airworthiness directives. Many such directives remain in force indefinitely unless explicitly rescinded.

No litigation concerning this specific airworthiness directive is cited in the source. The directive is a minor, long established requirement for a niche light aircraft type. It is improbable that a court has considered it in a contested matter. Most AD compliance issues are resolved administratively by CASA through warning letters, notices of rectification, or suspension of the certificate of airworthiness. A prosecution would be unusual for a missing placard, especially given the trivial cost of compliance. However, if a fatal accident occurred and the missing “SPINS PROHIBITED” placard was a contributing factor, the prosecution might reference the AD as part of the evidence of non compliance. No such reported case is known from Australian aviation law databases. The directive itself has not been the subject of a judicial review or merits review in the Administrative Appeals Tribunal, as far as the source indicates. It is extremely unlikely that the directive’s validity was ever challenged, as it is a safety measure with no controversial policy aspects. The absence of litigation history is consistent with a directive that imposes a simple, low cost requirement that most operators would comply with without legal dispute. If any case involved this AD, it would likely be an unreported Magistrates Court matter. For practical purposes, no litigated precedent exists.

Exact wording is mandatory. The “SPINS PROHIBITED” placard must contain exactly that text. Abbreviations such as “SPINS PROH” or “NO SPINS” would not comply. Similarly, the stall speed table must be exactly as shown. The directive specifies the format, including column headings and the model distinction. A placard that omits the weight condition row (e.g., “1500 lbs Power Off” for AA-1A) would be incomplete. A placard that shows both models side by side but incorrectly labels them may also be non compliant.

Location requirements are precise. The “SPINS PROHIBITED” placard must be on the instrument panel in full view of the pilot. That means it cannot be placed overhead, on the side console, or inside a glovebox. The stall speed placard must be adjacent to the airspeed indicator. “Adjacent” means immediately next to it, not elsewhere on the panel. If the panel layout makes adjacency difficult, the installer must get creative, but any deviation risks non compliance. In some aircraft, the airspeed indicator may have been replaced or moved; the placard must move with it.

Weight condition is fixed. The stall speeds are for specific weights (1500 lbs for AA-1A, 1560 lbs for AA-1B). If the aircraft is operated at a different weight, the placard’s stall speeds will be inaccurate. The pilot must know that the placard data is not universally applicable. The directive does not require a placard that covers all weights. This could be a trap for an unwary pilot who relies on the placard at a lighter or heavier weight. The slower stall speed at lighter weight could cause the pilot to fly too slowly, and the faster stall speed at heavier weight could give false confidence. The pilot must cross reference the aircraft flight manual for actual stall speeds.

Spins prohibition is total. The “SPINS PROHIBITED” placard is unconditional. It applies to all flight regimes, including training, aerobatics, and emergency manoeuvres. Even if the aircraft’s flight manual says spin recovery is possible, the placard prohibits intentional spins. Performing a spin, even as part of a training syllabus, would breach the AD. The aircraft may still be flown in a spin if it occurs inadvertently, but recovery must occur immediately. The prohibition does not distinguish between solo and dual flight.

Compliance history can be lost. Many AA-1 aircraft are elderly and may have passed through multiple owners. The original placards from 1973 may have been replaced over the years with non standard versions. A log book entry proving compliance may be missing. Without a written record, the owner may need to verify placard correctness through inspection and may need to have a maintenance engineer confirm compliance. If the log book is silent, a buyer should assume non compliance until proven otherwise.

Placard material and attachment method. The directive does not specify the material (e.g., plastic, metal) or the attachment method (e.g., adhesive, rivets, screws). However, the placard must remain legible and securely attached over the life of the aircraft. A cheap adhesive placard that fades in sunlight or detaches in heat may cause a compliance issue. The maintenance engineer should use an approved method, although no specific standard is mentioned. The risk is that a placard that falls off mid flight could be considered non compliance from the moment it detaches.

Model identification. The installer must correctly identify whether the aircraft is an AA-1A or AA-1B. The difference is important because the stall speeds differ. If the aircraft originally had a later modification that changed its weight or performance, the placard still refers to the original model, not the modified configuration, unless another AD or approval changes it. An AA-1A that has been upgraded to an AA-1B (e.g., via an STC) should still display the table for the original model unless the AD has been revised for that modification.

No alternative means of compliance noted. Unlike many modern ADs, this one does not explicitly allow an alternative means of compliance or provide a method for requesting it. Operators who find it impossible to install the placard as specified (e.g., due to panel space constraints) must seek CASA approval outside the directive. That adds time and cost.

The steps to comply with AD/AA-1/13 are straightforward but must be performed with care.

1. Obtain or fabricate the two placards. The first placard must read exactly: “SPINS PROHIBITED”. The second placard must reproduce the table exactly as shown in the directive, including the model specific sections (AA-1A or AA-1B, not both unless the placard is customised for the specific model). The table should be typeset or printed in a legible font. The original directive shows the table in a plain, sans serif style. Use a durable material such as engraved plastic, etched metal, or high quality vinyl that is resistant to fading and wear. The placard size is not specified, but it must be large enough to be read in flight without strain. A typical placard might be 100 mm by 75 mm. The text must be black on a white background or similar high contrast combination.

2. Install the “SPINS PROHIBITED” placard. Position it on the instrument panel in full view of the pilot. “Full view” means it must be easily readable from the normal pilot seating position without having to lean or move the head excessively. Avoid placing it behind the control column or behind the glare shield. Common locations include the upper centre of the panel or near the attitude indicator. Secure the placard using an approved method. For a metal panel, use small rivets or screws. For a plastic panel, use adhesive suitable for aircraft interior use. Ensure the placard does not interfere with any controls or instruments.

3. Install the stall speed placard. Position it on the instrument panel adjacent to the airspeed indicator. “Adjacent” means directly next to the instrument, ideally so that the pilot’s eye can see both the airspeed indicator and the table without a large head movement. If the panel layout does not allow a separate placard, an acceptable alternative might be to mount the placard on the instrument bezel itself, but that must not obscure the airspeed reading. The placard should be attached securely and permanently.

4. Make a maintenance log entry. After installation, a licensed aircraft maintenance engineer (LAME) must record the task in the aircraft’s maintenance log book or work pack. The entry should include:

   • The AD number (AD/AA-1/13).
   • A description of the task (installed “SPINS PROHIBITED” placard and stall speed placard per AD).
   • The model for which the stall speed table is applicable.
   • The date of installation.
   • The engineer’s signature and licence number.
   • The aircraft registration and total time in service (if applicable).

5. Verify compliance before flight. The pilot should conduct a pre flight check that both placards are present and legible. If either is missing or unreadable, the aircraft must not be flown until it is replaced. The pilot should also understand the meaning of the stall speed table and the spin prohibition. It is recommended that the pilot cross reference the placard data with the aircraft flight manual to confirm that the weights and conditions are appropriate for the actual operation.

6. Maintain ongoing compliance. At each scheduled inspection (e.g., annual, 100 hourly), the maintenance engineer should check the placards for condition and legibility. Replace any placard that is faded, cracked, or detaching. If the panel is modified or replaced, ensure the placards are reinstalled in the correct locations. Keep the placards clean and free of obstruction.

7. Note for new owners. If purchasing an AA-1 series aeroplane, include a check of this AD in the pre purchase inspection. Request evidence from the log book that the placards were installed. If no evidence exists, have a maintenance engineer verify the placards are present and correct, and make a new log book entry confirming compliance.