AD/CAP 10/11 - Push-to-Talk Wiring

This AD is built around a small set of concrete regulatory concepts: applicability by modification and serial number, inspection requirement linked to a service bulletin, corrective modification where defects are found, timing constraints, and cross-reference to an EASA AD.

Applicability. The AD is confined to CAP10B aeroplanes that have been fitted with a particular major change: "major change 000302 (wood/carbon-made wing) with serial numbers 001 to 282 inclusive" (Applicability). The AD therefore targets aircraft by both modification status and serial number, not by a blanket fleet-wide rule. Operators must determine whether their aircraft were fitted with major change 000302 and whether their serial number falls within the inclusive range.

Service bulletin linkage. The technical inspection and any required modification refer to a single service bulletin: Apex Aircraft Service Bulletin SB 050605 dated 17 October 2006, or "later approved revision" (Requirement 1; Requirement 2). That is the means by which the AD specifies the technical method and standard. The phrase "or later approved revision" creates a procedural path for updated technical instructions to be used, subject to approval.

Conditional inspection. The inspection requirement is framed as conditional , "If not previously accomplished, inspect the wire routing" , so those who have already completed the SB action prior to the AD need not repeat it, while others must inspect (Requirement 1). This reduces duplication where operators have already complied voluntarily or under other directives.

Corrective action and flight prohibition. The AD requires complete modification where any "discrepancy or defect is found during the Requirement 1 inspection" and sets an operational constraint: Requirement 2 must be accomplished "before further flight" after the inspection (Requirement 2; Compliance). The combination of a post-inspection corrective requirement and the "before further flight" timing creates an immediate operational consequence for aircraft found non-compliant.

Timing constraint. The inspection must be performed "at the next scheduled maintenance operation but no later than 50 hours time in service after the effective date of this Directive" (Compliance: Requirement 1). This provides a clear but time-limited window to perform the inspection, balancing immediacy with routine maintenance scheduling.

Safety justification. The Background paragraph supplies the factual basis for the AD: an incident resulted in about 13 degrees reduced elevator deflection caused by incorrect PTT wire routing and improperly secured connectors that impeded control stick movement (Background). The safety mechanism addressed is a mechanical impediment to primary flight controls created by electrical wiring and connector routing.

Regulatory alignment. The AD notes "EASA AD 2007-0014 refers" (Note), signalling alignment or correspondence with an action by the European Aviation Safety Agency. The AD is issued by the Civil Aviation Safety Authority, signed by an authorised delegate (James Coyne) (signature block and date).

Collectively, the main concepts show a targeted, prescriptive intervention: identify affected aircraft, require a service-bulletin-based inspection within a short window, and require rectification before further flight if defects are found. The enforcement details and penalties are not stated in the text of this Directive.

Primary affected parties are aircraft owners and operators of CAP10B aeroplanes that have been fitted with major change 000302 (wood/carbon-made wing) with serial numbers 001 to 282 inclusive. The AD's Applicability clause confines the requirement exclusively to that subset: "All CAP10B aircraft that have been fitted with major change 000302 (wood/carbon-made wing) with serial numbers 001 to 282 inclusive" (Applicability). If an aircraft lacks that major change, or its serial number is outside 001-282, the Directive does not apply according to its own terms.

Maintenance organisations and licensed aircraft engineers responsible for scheduled maintenance on those aircraft are indirectly but practically affected. The Directive requires an inspection "as detailed in the accomplishment instructions paragraph of Apex Aircraft Service Bulletin (SB) 050605 dated 17 October 2006 or later approved revision" (Requirement 1). That work must be planned into the next scheduled maintenance or within the 50 hours time-in-service window, so maintenance providers will have to allocate time, personnel and possibly parts to carry out the inspection and any corrective modification.

Fleet managers and operators decide scheduling and bear the costs of inspection and modification. The Compliance paragraph imposes a deadline: the inspection is due "at the next scheduled maintenance operation but no later than 50 hours time in service after the effective date of this Directive" (Compliance: Requirement 1). Those responsible for flight operations must therefore either schedule the inspection at the next maintenance or, if the maintenance is beyond 50 hours TIS, arrange an earlier intervention to meet the limit.

Pilots and operators are also affected operationally if the inspection reveals defects, because the AD mandates that any required modification "be accomplished ... before further flight" (Requirement 2; Compliance). Practically, detection of a discrepancy can render the aircraft unairworthy until rectified, creating immediate flight cancellations or reallocation of aircraft.

Regulators and authorised delegates are affected in the sense that the AD references and interacts with other regulatory materials: it points to Apex SB 050605 and to EASA AD 2007-0014 (Note). The AD is issued by CASA and signed by a delegate (James Coyne), indicating the CASA delegate as the decision-maker in issuing the directive (signature block).

Suppliers and manufacturers of parts and wiring components may experience demand if discrepancies are common and parts or routing hardware are required as part of the SB modification. The AD does not list parts, but by instructing compliance with the service bulletin it implicitly involves the material and labour specified in that bulletin.

Finally, because the AD is conditional ("If not previously accomplished"), parties who already performed the SB action prior to the AD are not required by this Directive to repeat it. That reduces duplication and concentrates the immediate administrative and financial burden on those who have not yet complied with SB 050605.

Duties

• Inspect PTT wiring if not previously carried out. The AD imposes a mandatory inspection: "If not previously accomplished, inspect the wire routing, ensuring the proper location and attachment of the connectors, as detailed in the accomplishment instructions paragraph of Apex Aircraft Service Bulletin (SB) 050605 dated 17 October 2006 or later approved revision" (Requirement 1). That is a duty on the operator/maintenance organisation for applicable aircraft.

• Complete modification where defects found. The AD requires corrective action: "If any discrepancy or defect is found during the Requirement 1 inspection, accomplish the complete modification of the wire bundle and connector routing as detailed in the accomplishment instructions paragraph of SB 050605 or later approved revision" (Requirement 2).

• Observe timing constraints. The inspection must be done "at the next scheduled maintenance operation but no later than 50 hours time in service after the effective date of this Directive" (Compliance: Requirement 1). If a defect is found, the modification must be done "before further flight" (Compliance: Requirement 2), which functions as an operational grounding requirement until rectification.

• Use the referenced or approved SB. The AD binds operators to the methodology in "SB 050605 dated 17 October 2006 or later approved revision" for both inspection and modification (Requirement 1; Requirement 2). Using an unapproved method is not authorised by this text.

Rights and conditional provisions

• Exemption where work already completed. The AD recognises prior compliance: the inspection obligation is prefaced by "If not previously accomplished" (Requirement 1). That gives operators who have already implemented the SB action a right to forego re-inspection under this AD.

• Use of later approved SB revisions. The AD explicitly permits the use of "later approved revision" of SB 050605, which creates a right to apply updated technical instructions once they have received approval. The AD does not specify who grants that approval within the text; it simply permits later approved revisions to be used as the authorised method (Requirement 1; Requirement 2).

• Reference to EASA AD. The AD notes "EASA AD 2007-0014 refers" (Note), which offers a path for operators to consult an external authority's directive for related material. The AD itself does not create an obligation to implement EASA text, but the reference indicates cross-jurisdictional cognisance.

Decision-making and practical duties

• Operators must determine applicability. A practical duty flowing from the Applicability clause is the need to establish whether a particular CAP10B aircraft has "been fitted with major change 000302" and whether its serial number is within "001 to 282 inclusive". The AD places the onus on the holder of the aircraft records and maintenance logs to confirm applicability.

• Maintenance scheduling duty. Operators must reconcile the AD's timing requirement with their maintenance programme, ensuring the inspection occurs "at the next scheduled maintenance operation but no later than 50 hours time in service after the effective date of this Directive" (Compliance).

Not stated or reserved

• The AD does not enumerate penalties, administrative fines or enforcement mechanisms in its text. It is silent on record-keeping, audit procedures, or the regulatory process for approval of later SB revisions beyond the phrase "later approved revision." The absence of specified penalties or enforcement details in the document itself means the directive imposes duties without stating enforcement modalities in the text provided.

Overall, the AD places direct obligations on operators and maintenance organisations to inspect and correct PTT wire routing issues within a defined timeframe, allows for recognition of prior accomplishment, and permits the use of approved future SB revisions as the authorised technical standard.

The Airworthiness Directive as presented contains explicit compliance requirements and deadlines but does not set out penalties or enforcement procedures within the text. The document prescribes what must be done and when, namely:

• Inspect the PTT wire routing "as detailed in ... SB 050605 dated 17 October 2006 or later approved revision" if the action has "not previously [been] accomplished" (Requirement 1).

• If any discrepancy or defect is found, "accomplish the complete modification ... as detailed in ... SB 050605" and do so "before further flight" (Requirement 2; Compliance).

• The timing for Requirement 1 is "at the next scheduled maintenance operation but no later than 50 hours time in service after the effective date of this Directive" (Compliance).

What is not in the text

• The AD text does not enumerate civil or criminal penalties, licence sanctions, or administrative enforcement processes for non-compliance. It does not specify monitoring, audits, or record-keeping obligations, nor does it describe the consequence for failing to meet the 50-hour window or for operating an aircraft after a discrepancy has been found but before modification has been completed. The directive's text therefore imposes duties without attaching specified sanctions within the document itself.

Implication of "before further flight"

• The requirement that corrections be made "before further flight" after a defect has been found carries an operational enforcement implication: aircraft with identified discrepancies are not to be flown until the corrective modification is accomplished (Requirement 2; Compliance). While the AD does not specify enforcement methods, the "before further flight" language establishes an immediate operational restriction that, in practice, affects airworthiness status.

Authority and issuance

• The AD is issued under the authority of the Civil Aviation Safety Authority (CASA), as evidenced by its signature block where James Coyne is identified as "Delegate of the Civil Aviation Safety Authority" (signature block). The document's force derives from its issuance as an Airworthiness Directive by CASA, which, in regulatory practice, carries compulsory effect,though the AD text itself does not detail enforcement mechanisms or penalties.

Cross-reference to EASA

• The AD notes "EASA AD 2007-0014 refers" (Note). That cross-reference may be relevant for operators and regulators in determining parallel enforcement or for harmonising actions, but the present AD text does not state whether enforcement is to follow EASA procedures or whether any EASA enforcement complements CASA's approach.

Practical consequence for operators

• In the absence of express penalty provisions, the practical enforcement risk for operators is operational: failing to perform the inspection or required modification by the deadlines leaves the aircraft in a state that, under the AD's terms, may be inconsistent with an airworthy condition (particularly where discrepancies are found). That operational non-conformity would typically be a matter between the operator and the regulatory authority, but any specific sanction is not articulated in this document.

Users should therefore treat the AD as a mandatory technical directive with operational constraints and should consult CASA or the applicable regulatory framework for enforcement particulars, noting that the AD itself does not detail penalties.

The Airworthiness Directive references and relies on external technical and regulatory instruments, but the document itself does not comprehensively describe interactions with other statutes, regulatory enforcement mechanisms, or international rules. Within the AD text the relevant cross-links are limited and explicit.

Reference to a service bulletin. The AD requires operators to comply with the "accomplishment instructions paragraph of Apex Aircraft Service Bulletin (SB) 050605 dated 17 October 2006 or later approved revision" for both inspection and correction (Requirement 1; Requirement 2). This creates a direct operational dependency: the AD defers to the SB for the technical method. The effect is that the SB, though a manufacturer document rather than a statute, becomes the operative technical standard for compliance under the AD.

Reference to EASA. The AD includes the note "EASA AD 2007-0014 refers" (Note). That reference indicates awareness of a corresponding European Aviation Safety Agency directive. The AD does not prescribe how EASA AD 2007-0014 should be treated under Australian regulatory schemes, but the mention signals that the CASA action is aligned with or cognisant of the European regulator's work. Determining the full legal interaction would require consulting EASA AD 2007-0014 directly, which is outside the text of this AD.

Delegated authority. The AD is issued by the Civil Aviation Safety Authority and signed by "James Coyne, Delegate of the Civil Aviation Safety Authority" (signature block). The issuance by a CASA delegate situates the AD within the CASA regulatory framework. The AD does not reproduce CASA's enabling statute or regulatory guidance on how ADs sit within the broader legal framework, but its issuance by CASA makes it a regulatory instrument of that authority.

No mention of penalties or enforcement regime. The AD does not state enforcement mechanisms, penalties, or administrative processes for non-compliance. It therefore interacts with the broader legal framework by imposing duties but leaving enforcement specifics to the regulator's general powers or other laws not quoted in the AD.

Interaction with maintenance and certification processes. The AD requires work to be done "at the next scheduled maintenance operation but no later than 50 hours time in service after the effective date" and to rely on the SB for accomplishment instructions (Compliance; Requirement 1). Practically, that connects the AD to maintenance scheduling, the aircraft's maintenance release and possibly continuing airworthiness obligations. The text does not specify record-keeping or how the AD must be documented in maintenance logs; those interactions are likely governed by broader maintenance regulations not contained in the AD.

Scope-limiting by modification and serial number. The AD's Applicability clause limits its reach to aircraft fitted with "major change 000302 (wood/carbon-made wing)" within a serial number range (Applicability). That interaction creates a dependency on aircraft modification records, logbooks and certification paperwork: operators will need to consult those documents to determine whether their aircraft fall within the AD's regulatory ambit.

Summary

• The AD directly integrates a manufacturer's SB as the technical standard for compliance and references an EASA AD, indicating cross-jurisdictional cognisance.

• It leaves enforcement details, interaction with penalties and other regulatory mechanisms, and record-keeping requirements unspecified in the text, meaning those interactions must be resolved against the broader CASA regulatory framework and other applicable aviation law, which the AD does not reproduce.

The AD itself presents a narrow set of dates and references that constitute its immediate amendment history and the technical antecedents it relies on. The key historical items in the text are:

• Apex Aircraft Service Bulletin SB 050605, dated 17 October 2006. The AD directs operators to follow the "accomplishment instructions paragraph" of that SB or "later approved revision" for inspection and modification work (Requirement 1; Requirement 2). SB 050605 provides the technical basis for the AD's mandated actions.

• The AD document is signed by James Coyne, "Delegate of the Civil Aviation Safety Authority", and is dated 1 February 2007 in the signature block. That provides an internal issuance date for the notice (signature block).

• The AD states an effective date: "This Airworthiness Directive becomes effective on 15 March 2007" (Compliance). The effective date is later than the issuance date, giving operators a defined lead time before the compliance window begins.

• The AD identifies itself as "AD/CAP 10/11 Push-to-Talk Wiring 3/2007" and repeats "3/2007" in the header lines. The numbering and dating indicate this is the March 2007 directive relating to CAP10 aircraft PTT wiring, and the AD title ties it to CAP10B aeroplanes with the specified major change and serial numbers.

• The AD notes "EASA AD 2007-0014 refers" (Note). The phrasing indicates that the EASA AD is a contemporaneous or antecedent directive relevant to the same technical issue; the AD does not reproduce EASA's text nor list any amendments derived from EASA.

The document does not record any earlier or superseded versions of this specific CASA directive. There is no internal history of amendments to the AD itself in the provided text. Likewise, the AD does not catalogue any later amendments, revocations, or follow-up directives within this text.

Where this AD permits "later approved revision" of SB 050605 to be used (Requirement 1; Requirement 2), it opens a narrow amendment pathway for the technical instructions: if Apex issues a revision to SB 050605 and that revision is approved, operators may use the updated instructions to comply. The AD does not describe the approval authority, the approval process, or any timelines for approval.

In short, the AD's amendment history as recorded in the text is confined to: the SB date (17 October 2006), the issuance signature date (1 February 2007), and the AD effective date (15 March 2007), plus the reference to EASA AD 2007-0014. The AD contains no in-text record of prior CASA ADs, supersessions, or subsequent revisions.

The text of this Airworthiness Directive contains no litigation history. It provides the regulatory requirements, references to the applicable service bulletin and to an EASA AD, and the dates of issuance and effect, but it does not include or reference any judicial or administrative litigation, challenges, appeals, or decisions.

Specifically:

• There is no mention of disputes, appeals or legal proceedings concerning this AD in the document itself.

• The AD does not cite any cases, administrative determinations, or legal precedent that would indicate litigation arising from its issuance.

• The signature block indicates issuance by a CASA delegate, but the AD text does not refer to any contested proceedings, reviews, or recorded enforcement actions against operators.

Absent any litigation record in this instrument, users must treat the AD as a regulatory directive without documented court or tribunal treatment within the text. To discover whether any litigation, challenges or enforcement actions occurred as a result of this AD would require consulting external legal or administrative records beyond the AD itself.

The AD’s brevity conceals several practical pitfalls that operators, engineers and compliance officers should note. These are grounded in the precise wording of the Directive.

Applicability is narrow and specific. The AD applies only to "All CAP10B aircraft that have been fitted with major change 000302 (wood/carbon-made wing) with serial numbers 001 to 282 inclusive" (Applicability). Operators must verify both that the aircraft in question has the named major change and that its serial number lies within the inclusive range. Erroneous assumptions about applicability (for example, assuming all CAP10Bs are covered) would misdirect resources or leave covered aircraft non-compliant.

"If not previously accomplished" creates a knowledge obligation. The inspection requirement is prefaced by "If not previously accomplished, inspect..." (Requirement 1). That wording requires operators to know whether SB 050605 work has already been done. Accurate maintenance records are essential; if records are incomplete, operators risk either performing redundant work or failing to comply.

Compliance timing can bite. The inspection must occur "at the next scheduled maintenance operation but no later than 50 hours time in service after the effective date of this Directive" (Compliance). The AD's effective date is 15 March 2007. Operators with maintenance intervals beyond 50 hours TIS after this date must schedule an earlier intervention to meet the deadline. Miscalculating the maintenance schedule or time-in-service could result in late compliance.

"Before further flight" after a defect is found equates to an immediate flight ban. Requirement 2 states any necessary modification "be accomplished ... before further flight" (Requirement 2; Compliance). If an inspection finds a discrepancy, the aircraft must not be flown until the complete modification is accomplished. That can cause immediate operational disruption and potentially strand pilots or scheduled flights.

Reliance on a service bulletin requires correct revision approval. The AD authorises compliance with "SB 050605 dated 17 October 2006 or later approved revision" (Requirement 1; Requirement 2). Using a later revision requires that the revision be "approved". The AD does not state who must approve, how approval is documented, or what constitutes approval in a concrete sense. Implementing a later SB revision without formal approval may not meet the AD's requirements.

The AD references EASA without prescribing cross-jurisdictional effect. The note "EASA AD 2007-0014 refers" points operators to another directive but does not specify whether that EASA AD must be implemented in addition to, or as an alternative to, this CASA AD. Operators should not assume equivalence without checking both documents.

No penalties or enforcement details in the text. The AD does not state penalties or enforcement processes. That leaves uncertainty about the regulatory consequences of non-compliance and shifts the onus on operators to consult CASA for enforcement guidance.

Possible parts or labour needs are not listed. The AD requires a "complete modification" where defects are found but does not describe the parts, tooling or labour that the SB requires. Operators must consult SB 050605 directly to assess parts availability and lead times; failure to do so could extend downtime.

Incident magnitude is provided but not variance. The Background notes reduced elevator deflection "by about 13°" in one event (Background). Operators should note this is a single reported magnitude; the AD does not catalogue other incidents or a statistical range, so assuming all affected aircraft will present identical conditions could be misleading.

Signatory and timing differences. The AD is dated in the signature block 1 February 2007, but it becomes effective on 15 March 2007 (signature block; Compliance). Operators must compute deadlines from the effective date, not the signature date.

In practice, these "gotchas" mean operators should:

• Verify applicability precisely against modification records.

• Confirm whether SB 050605 has already been completed and document proof of prior accomplishment.

• Check maintenance schedules and plan inspections within the 50-hour TIS limit.

• Prepare for the operational contingency of immediate grounding if discrepancies are found.

• Obtain approval documentation if relying on a later SB revision.

• Consult SB 050605 for parts and procedure details well ahead of the inspection to avoid unexpected delays.

Compliance under this AD is procedural and technical: inspect when required, and if discrepancies are found, perform a complete modification per the referenced service bulletin, observing the deadlines in the Compliance paragraph. A practical step-by-step approach, grounded in the AD text, follows.

1. Confirm applicability.

• Check the aircraft type and modification status. The AD applies to "All CAP10B aircraft that have been fitted with major change 000302 (wood/carbon-made wing) with serial numbers 001 to 282 inclusive" (Applicability). Verify the aircraft's modification records and serial number to determine whether the Directive applies.

2. Check whether work was previously accomplished.

• The inspection in Requirement 1 is conditional: "If not previously accomplished, inspect the wire routing..." (Requirement 1). Review maintenance records and logbooks for evidence that SB 050605 (or equivalent work) has already been completed. If proof of prior accomplishment exists, no additional inspection is required under this AD.

3. Obtain the correct technical instructions.

• The AD directs compliance with "the accomplishment instructions paragraph of Apex Aircraft Service Bulletin (SB) 050605 dated 17 October 2006 or later approved revision" for both inspection and modification (Requirement 1; Requirement 2). Obtain SB 050605 dated 17 October 2006. If you intend to use a later revision, ensure that the revision is approved as required by the AD and retain documentation of that approval.

4. Schedule the inspection.

• Perform the inspection "at the next scheduled maintenance operation but no later than 50 hours time in service after the effective date of this Directive" (Compliance). The AD becomes effective on 15 March 2007 (Compliance), so calculate the 50-hour TIS window from that date. If the next scheduled maintenance would fall after that 50-hour limit, schedule an earlier inspection to meet the deadline.

5. Conduct the inspection per the SB.

• Inspect "the wire routing, ensuring the proper location and attachment of the connectors" exactly as detailed in the SB's accomplishment instructions (Requirement 1). Ensure inspection personnel follow the SB's specified methods, access panels, checks and acceptance criteria.

6. If a discrepancy or defect is found, do not fly.

• If the inspection reveals any discrepancy or defect, the AD requires that you "accomplish the complete modification of the wire bundle and connector routing as detailed in the accomplishment instructions paragraph of SB 050605 or later approved revision" and do this "before further flight" (Requirement 2; Compliance). Operationally, that means the aircraft should be grounded until the modification is complete.

7. Perform the complete modification per the SB.

• Carry out the full corrective modification as set out in the SB. Follow the SB's procedures, parts lists and torque or routing specifications. Ensure maintenance personnel log all steps and replacements as required by standard maintenance practice.

8. Record compliance.

• While the AD does not specify record-keeping requirements, good practice and normal maintenance regulation require documenting inspections and modifications in the aircraft maintenance records and logbooks. Record the SB number and revision used, the inspection findings, the corrective actions taken, the personnel who performed the work, and any parts installed.

9. Retain evidence of approval for later revisions.

• If a "later approved revision" of the SB is used, retain documentation showing that the later revision was approved for use in complying with this AD. The AD permits later approved revisions but does not spell out the approver; operators should obtain and retain formal approval evidence from the appropriate authority.

10. Consult EASA AD if needed.

• The AD notes "EASA AD 2007-0014 refers" (Note). While the CASA AD provides the mandatory national requirement for the specified aircraft, operators may consult the referenced EASA AD for related guidance or technical material. Do not substitute EASA text for the CASA AD unless the local regulatory authority has expressly authorised doing so.

11. Plan for parts, labour and operational impact.

• Although the AD does not list parts or labour times, the SB will indicate parts and procedures. Operators should obtain the SB early enough to assess parts lead times and labour requirements, and prepare for the operational consequences of potential grounding if defects are found.

12. Seek regulatory clarification if uncertain.

• Where the AD's wording is silent,e.g., on who approves later SB revisions, or on enforcement consequences,seek clarification from CASA or an authorised regulatory representative. The AD is signed by a CASA delegate (James Coyne), and the authority remains the source to resolve procedural uncertainties.

By following these steps derived directly from the AD text , confirm applicability, check for prior accomplishment, obtain SB 050605, inspect within the 50-hour limit or at next scheduled maintenance, modify before further flight if defects are found, and document actions , operators will meet the Directive's requirements as set out in the instrument.