AD/PHZL/74 Amdt 2 - Two Blade 'Y" Shank Aluminium Hub

The core technical concept is that certain Hartzell two‑blade aluminium Y‑shank hubs have experienced fatigue cracking originating at the hub fillet radius adjacent to the blade root, which can propagate rapidly and lead to hub half failure and potential blade separation (Background). Visual inspection has been found unreliable for detecting these cracks. As a result the AD prescribes Eddy Current Inspection (ECI) as the reliable detection method (Background; Requirements 1.a-d).

Key legal and administrative concepts:

• Applicability is defined by propeller model series and hub serial number suffix and by aircraft use or certification category (e.g. Piper PA‑32 with Lycoming 540 series engines rated at 300 HP or higher; Pilatus/Britten Norman BN‑2 or Trislander with similar engines; all aircraft certified in, or routinely exposed to, aerobatic manoeuvres; agricultural operations) (Applicability paras 1(a)-(e)).
• Suffix‑based treatment of hubs: hub serial number suffixes determine different inspection and replacement regimens. No suffix triggers an initial ECI and permanent marking with an "E" if no crack is found (Requirements 1.a-b). Hubs already marked "E" are subject to periodic ECI at 100-hour intervals (Requirements 1.c). Hubs with listed serial numbers in Table 1 also have specified initial and repetitive ECI schedules (Requirements 1.d).
• Termination mechanics: the AD provides a terminating action by incorporation of a "B" suffix hub (Applicability Note 2). However installing a "B" hub requires additional physical modification to the spinner bulkhead as specified in Hartzell Manuals 113B or 117D (Compliance Note 4).
• Replacement/removal timing: the AD provides staged removal deadlines expressed both as propeller hours TIS and as calendar dates (for certain items, removal no later than 31 December 2005 in the original wording) and earlier removal windows for hubs exceeding certain TIS thresholds as of the original effective date (Requirements 2; Compliance 2). These historical deadlines remain in the text of the AD as provided.
• Approved means of compliance: the AD requires ECI in accordance with Hartzell SB HC‑SB‑61‑227 Revision 5 (28 September 2006) or later FAA‑approved revision and permits previous compliance credit for actions taken under earlier revisions of the SB (Requirements 1; Note 3; previous credit clause).

Operational and compliance concepts:

• The inspection method is specialised: Eddy Current Inspection of a hub fillet radius requires appropriate non‑destructive testing (NDT) capability and technicians qualified to carry out and interpret ECIs in accordance with the referenced SB.
• Record changes and hub disposition: the Directive requires permanent marking of hubs that pass inspection (suffix "E"), and requires permanent removal of hub serial and type certificate numbers from hubs removed from service under the AD (Requirements 1.b; Requirements 2.b). These are administrative controls intended to track compliance.
• Cross‑jurisdictional reliance: the AD aligns Australian requirements with FAA action and Hartzell service materials by treating FAA‑approved SB revisions as AMOCs for the AD (Note 3). The AD therefore depends on manufacturer and FAA documents for technical detail and for approved inspection procedures.

The AD names and constrains specific actors and asset classes. Primary affected parties are:

• Registered owners and operators of aircraft fitted, or previously fitted, with Hartzell HC‑() 2Y‑() type two‑blade Y‑shank aluminium propellers with hub serial numbers that lack a "B" suffix, including:
  • Operators of Piper PA‑32 series aircraft equipped with Textron Lycoming 540 series engines rated at 300 HP or higher (Applicability 1.a).
  • Operators of Pilatus/Britten Norman BN‑2 series or Britten Norman Trislander aircraft equipped with Textron Lycoming 540 engines (Applicability 1.b).
  • Operators of any aircraft certified in the aerobatic category (Applicability 1.c).
  • Operators of any aircraft routinely exposed to aerobatic manoeuvres (Applicability 1.d).
  • Operators of aircraft that used the applicable propeller during agricultural operations (Applicability 1.e).
• Owners/operators of specific propeller hubs identified by serial number in Table 1, irrespective of aircraft type (Applicability para 2 and Table 1).
• Maintenance organisations, accredited maintenance engineers and propeller overhaul facilities who will carry out the ECIs, mark the serial numbers, perform hub replacement, and carry out the spinner bulkhead modifications required for installation of "B" suffix hubs (Requirements 1.a-e; Requirements 2; Compliance Note 4). These organisations must use Hartzell SB HC‑SB‑61‑227 Revision 5 or later FAA‑approved revisions when performing ECI and associated work.
• Parts suppliers and Hartzell Propeller Inc, because the AD requires use of Hartzell technical material and potentially purchase of replacement hubs and lightweight hardware such as hub assemblies and spinner bulkhead modification kits. The AD also affects Hartzell’s obligations to keep SBs current and to coordinate with the FAA on AMOCs (Requirements; Note 3).
• Civil Aviation Safety Authority (CASA) and its delegate(s) as regulator and issuer. The delegate, Mike Higgins, signed the AD on 9 March 2012, and the AD became effective on 13 March 2012 (signature and effective date).
• Insurers and lessors: aircraft under leasing arrangements or covered by hull/liability insurance will be affected by inspection and removal protocols because failure to comply may affect insurability or contractual warranties. The AD text itself does not reference insurance or leasing but the measures do impose operational constraints and potential grounding windows.

Who does not have to comply under the AD as written:

• Hubs that already carry a "B" suffix are explicitly excluded from the AD’s applicability (Note 1). The AD states that incorporation of a "B" suffix hub provides terminating action for the Directive (Applicability Note 2). However installation of a "B" hub has its own modification requirement (Compliance Note 4).

Secondary impacts:

• Operators whose aircraft are used intermittently for agricultural work or aerobatics but which might not have performed those roles at the time of hub installation must check whether the AD applies, because inclusion is triggered by the aircraft having been used for agricultural operations while the hub was installed, or by certification/typical exposure to aerobatics (Applicability 1.c-e).
• Maintenance scheduling and fleet availability: the AD imposes inspection intervals in propeller TIS hours and removal windows tied to overhaul scheduling. Fleet operators will need to allocate maintenance slots and potentially ground aircraft for hub replacement or spinner bulkhead modification.

The Directive imposes specific duties on owners/operators and maintenance organisations, and prescribes certain rights or options:

Duties imposed by the AD text

• Identification duty: owners/operators must determine whether their installed hubs fall within the AD applicability by checking model, engine type, hub serial number (including suffix) and aircraft usage/certification (Applicability paras 1-2; Table 1).
• Inspection duty using a prescribed method: owners/operators must ensure Eddy Current Inspection (ECI) of the hub fillet radius is performed in accordance with Hartzell SB HC‑SB‑61‑227 Revision 5 dated 28 September 2006 or later FAA‑approved revision (Requirements 1.a-d). The AD sets the inspection method as ECI because visual inspection is stated as unreliable (Background).
• Marking duty: where a hub without any suffix passes the initial ECI, the owner/operator must permanently mark the end of the hub serial number with the suffix "E" as specified in the Hartzell SB (Requirements 1.b).
• Repetitive inspection duty: hubs with "E" suffix and Table 1 hubs must undergo repetitive ECIs at intervals not to exceed 100 propeller hours TIS (Compliance 1.b-c). Table 1 hubs have an initial ECI window and thereafter 100‑hour intervals (Requirements 1.d; Compliance 1.c).
• Replacement/removal duty: owners/operators must remove certain "A" suffix hubs and Table 1 hubs from service within the specified TIS or calendar limits and in accordance with Hartzell SB HC‑SB‑61‑227 Revision 5 (Requirements 2.a-b; Compliance 2). For example, aerobatic aircraft hubs have shorter removal intervals than normal transport use hubs.
• Immediate removal of cracked hubs: hubs found cracked on ECI must be replaced prior to further flight (Requirements 1.e).
• Disposal marking duty: hubs removed from service as required by the Directive must have the hub serial number and type certificate number permanently removed (Requirements 2.b).

Options or rights preserved in the AD text

• Terminating action option: installation of a hub with a "B" suffix is expressly described as terminating action for the Directive for that hub (Applicability Note 2). This is an explicit path to end the inspection and replacement cycle for a hub, subject to the requirement that installation will require spinner bulkhead modification (Compliance Note 4).
• Credit for previous work: the AD allows credit for inspections, rework and replacements carried out using preceding revisions of Hartzell SB HC‑SB‑61‑227 before the effective date of the AD (Requirements paragraph on previous credit). This preserves the value of past maintenance and reduces duplication.
• Use of FAA‑approved AMOCs: Note 3 permits later revisions to Hartzell SB that are approved by the FAA as AMOCs to FAA AD 2001‑23‑08 to be treated as acceptable for compliance with equivalent requirements of this AD. That preserves operator flexibility to follow an FAA‑approved SB revision as the compliance method.

Delegations and decision points

• The AD is issued by CASA (signed by the delegate; Mike Higgins) and prescribes technical work to be carried out in accordance with Hartzell SB language and FAA‑approved revisions. Operationally, decisions on scheduling and which physical compliance route to take (repetitive ECI versus conversion to a "B" suffix hub) sit with the registered operator in conjunction with the approved maintenance organisation, within the time and procedural constraints of the AD (signature and effective date; Requirements; Compliance).

Administrative obligations

• The AD implies the need for recordkeeping: marking serial numbers with suffix "E" and removal of serial/type numbers for disposed hubs. The AD does not specify the record retention period, but the requirement to permanently mark or remove numbers is explicit (Requirements 1.b; 2.b).

The AD text as provided sets out technical and compliance requirements and effective dates but does not enumerate specific penalty provisions or enforcement procedures within the document itself. It does, however, reflect a regulatory instrument issued by CASA, signed by a delegate, and it becomes effective on 13 March 2012 (signature and effective date clauses). The AD references FAA AD 2001‑23‑08 and Hartzell service material as the technical compliance path (Note 3; Requirements).

What the Directive states, and what it does not

• The Directive establishes mandatory technical actions, inspection intervals, marking and removal requirements for affected hubs (Requirements; Compliance). It specifies methods of compliance by reference to Hartzell SB HC‑SB‑61‑227 Revision 5 or later FAA‑approved revisions, and it explicitly allows previous credit for actions performed under earlier SB revisions.
• The AD text does not itself describe bodies empowered to impose fines, licence actions or criminal sanctions for non‑compliance. The text does not set out an enforcement schedule, administrative penalties or a process for CASA enforcement action. Those mechanisms, if any, will derive from the broader aviation safety regulatory framework under which CASA issues ADs rather than from the AD text itself.

Practical enforcement implications for operators

• Although the AD does not list penalties, compliance is framed as an airworthiness requirement with specified inspection and removal windows. Non‑compliance will therefore have operational effects: an aircraft that has not complied with the AD will not meet the AD’s airworthiness directives and may be subject to regulatory action under broader aviation legislation and regulations. The AD’s effective date establishes when the stated timelines begin to apply (effective 13 March 2012).
• The AD also imposes pre‑flight operational constraints: cracked hubs found on ECI must be replaced prior to further flight (Requirements 1.e). That imposes an immediate grounding and rectification duty where cracks are detected.

Recommended due diligence (procedural)

• Because the AD does not itself state enforcement mechanisms, affected operators should confirm with CASA or their regulatory adviser how AD compliance is monitored and enforced in practice, and how compliance is recorded for continued operations and audits. The AD cross‑references FAA AD material and Hartzell SBs as AMOC options; operators should verify whether their chosen SB revision is FAA‑approved as an AMOC and document that approval as part of compliance evidence (Note 3).

The AD explicitly cross‑references and interacts with technical documents produced by the manufacturer and the United States Federal Aviation Administration, and it embeds those documents into its compliance regime.

Explicit cross‑references in the AD

• Hartzell Service Bulletin HC‑SB‑61‑227: The AD requires ECIs "in accordance with Hartzell SB HC‑SB‑61‑227 Revision 5 dated September 28, 2006 or later FAA approved revision" (Requirements 1.a-d). That SB provides the technical procedure for ECI and marking, and the AD delegates the method specifics to that SB.
• FAA AD 2001‑23‑08 Amdt 39‑12505: The AD notes the FAA AD as a reference (Note 3). It further states that later revisions to Hartzell SB HC‑SB‑61‑227 that were approved by the FAA as Alternative Methods of Compliance (AMOCs) to FAA AD 2001‑23‑08, are considered acceptable for compliance with the equivalent requirements of this AD (Note 3). This creates a technical pathway where FAA‑approved SB revisions can be relied upon to comply with the CASA AD.
• Hartzell Manuals 113B and 117D: The AD says installation of a "B" suffix hub will require spinner bulkhead modification per Hartzell Manual 113B or Manual 117D depending on propeller type (Compliance Note 4). Those manuals contain the detailed modification instructions and therefore form part of the practical compliance chain.

Implications for regulatory alignment and administrative practice

• Deference to FAA approvals and Hartzell SBs means the AD aligns Australian mandatory requirements with existing FAA actions and the manufacturer’s diagnostic and repair procedures. The AD therefore operates as a regulatory node that imports technical content from external documents that may be updated independently. The AD acknowledges later FAA‑approved SB revisions as acceptable AMOCs, which creates a dynamic compliance relationship: operators may comply using a later FAA‑approved SB rather than strictly the Revision 5 text embedded in the AD (Note 3).
• The AD’s requirements for hub marking, disposal marking and spinner bulkhead modification interact with maintenance release and aircraft continuing airworthiness obligations. Those interactions are operational rather than statutory in the AD text; the AD binds the identified technical actions and timetables but leaves recordkeeping and maintenance release procedures to existing aviation maintenance regulatory practices.

Potential areas where other regulatory or contractual instruments matter

• Type certificate and part marking: the AD requires permanent removal of hub serial number and type certificate number from hubs removed from service under the Directive (Requirements 2.b). That affects how retired parts are handled under waste or scrap processes and could interact with export/import controls on aircraft parts, but the AD does not reference other statutes.
• Maintenance organisation approvals: the AD requires specialised ECI work in accordance with Hartzell SB procedures. Carrying out such work will require appropriately certificated maintenance organisations and technicians under existing aviation maintenance regulations. The AD itself does not recite those certification requirements but compliance necessarily relies on them.
• Insurance and commercial contracts: while not mentioned in the AD, contractual obligations such as leasing, warranties and insurance policies will interact with the AD because failure to carry out mandatory inspections and replacements may have contract or coverage consequences. The AD text does not specify these interactions.

The AD text provides an explicit amendment timeline and records the original and subsequent changes. The chronology in the document is:

• Original AD: The original issue of this Airworthiness Directive became effective on 16 May 2002 (Background).
• Amendment 1: Introduced a change to include aircraft that can be routinely exposed to aerobatic manoeuvres (Background). The AD’s Applicability section reflects that change by listing both aircraft certified in the aerobatic category and any aircraft routinely exposed to aerobatic manoeuvres (Applicability 1.c-d).
• Amendment 2: The instrument before you is Amendment 2, which the AD states "harmonises the repetitive inspection interval with the latest revision of the manufacturers service bulletin which is approved as an AMOC with FAA AD 2001‑23‑08" (Background; Amendment 2 summary). Amendment 2 is dated 9 March 2012 (signature) and becomes effective on 13 March 2012 (effective date clause). The document header identifies the instrument as "AD/PHZL/74 Amdt 2" and repeats the title and date markers.

Textual traces and legacy deadlines

• The AD retains specific removal deadlines and hour limits set in earlier versions. For example, several removal windows reference "not to exceed 2000 hours propeller TIS or 31 December 2005, whichever comes first" or "not to exceed 1000 propeller hours TIS or 31 December 2005, whichever comes first." Those calendar dates derive from the original AD and remain in the text of the amendment as provided (Compliance 2.a-b). The document also includes a clause prescribing that for hubs exceeding 1000 hours TIS as of the original effective date, removal was to occur within 15 propeller hours TIS (Compliance 2.a.ii; Compliance 2.b). The original effective date named earlier in the background is 16 May 2002, which the AD text identifies as the original effective date.
• The AD contains a "previous credit" clause allowing inspections, rework and replacements performed under preceding revisions of Hartzell SB HC‑SB‑61‑227 before the effective date of the AD to be credited toward compliance (Requirements previous credit clause). That preserves compliance credit for prior work done under older SB revisions.

Technical amendment intent stated in the AD

• The version notes that Amendment 2 harmonises the repetitive inspection interval with the latest manufacturer SB revision approved as an AMOC to the FAA AD (Background). Operationally this means Amendment 2 principally adjusts inspection interval language to align with a later Hartzell SB/FAA‑approved approach rather than introducing wholly new technical requirements.

Signature and attestation

• The AD carries a signature block indicating it was signed by Mike Higgins, as Delegate of the Civil Aviation Safety Authority, dated 9 March 2012, with the stated effective date of 13 March 2012.

The AD text provided contains no litigation history. It references FAA AD 2001‑23‑08 (Note 3) and Hartzell service bulletins, but it does not identify any court decisions, administrative appeals, enforcement proceedings or other litigation arising from the Directive or the underlying incidents that prompted it.

What the absence of litigation information means for practitioners

• The document itself does not report any legal challenge to the AD or related enforcement actions. Practitioners seeking litigation history or precedent related to enforcement, scope of ADs or disputes over means of compliance should search CASA records and public court or tribunal decisions separately. This AD record does not supply that material.
• If legal dispute or precedent is relevant to a compliance strategy or a challenge to the AD, the AD provides the technical bases and cross‑references (FAA AD and Hartzell SB) that would form the factual record for any regulatory appeal or judicial review. However, the AD text does not summarise any such proceedings.

The AD contains several technical, temporal and administrative elements that can surprise the unwary operator. These items warrant particular attention.

Suffix rules and terminating action

• Exemption for "B" suffix hubs: the AD explicitly does not apply to propellers with the suffix "B" at the end of the hub serial number (Applicability Note 1). Incorporation of a "B" suffix hub provides terminating action for the Directive for that hub (Applicability Note 2). The gotcha is that conversion to a "B" hub is not purely administrative; it requires physical modification of the spinner bulkhead as per Hartzell Manual 113B or 117D depending on propeller type (Compliance Note 4). That modification carries cost and downtime which must be factored into a decision to pursue the terminating action.
• Marking with suffix "E": the AD requires hubs without any suffix that pass the initial ECI to be permanently marked with an "E" suffix (Requirements 1.b). Operators who fail to mark hubs as required may face compliance queries later; marking is an administrative control that affects subsequent inspection scheduling.

Temporal and overlapping deadlines

• Historical calendar dates in the compliance text: multiple removal deadlines are tied to the date 31 December 2005 (Compliance 2.a-b). Since Amendment 2 became effective in 2012, those calendar deadlines appear to be historical. Operators must interpret the AD text carefully: the AD retains the older deadlines as originally set, while Amendment 2 harmonises intervals. Practically this means that if an operator has not complied with the older removal deadlines, the AD still prescribes current inspection and replacement regimens; operators should verify whether their situation requires immediate action because of historical deadlines or because hubs already exceeded TIS thresholds as of the original effective date. The AD states the original effective date was 16 May 2002 (Background), which matters because some removal windows refer to hub TIS as of that date.
• Hubs already exceeding certain TIS thresholds: For hubs exceeding 1000 hours TIS as of the original effective date, removal was to occur within 15 propeller hours TIS (Compliance 2.a.ii; 2.b). Operators must check maintenance logs to determine whether the hub reached the threshold as of the original effective date. That is an operational recordkeeping gotcha: finding reliable historical TIS records is essential to establish whether the short removal window applied.

Technical AMOC and SB revision traps

• The AD refers alternately to Hartzell SB Revision 5 dated 28 September 2006 and to later FAA‑approved revisions as acceptable AMOCs (Requirements and Note 3). The text also states "Later revisions to Hartzell Propeller Inc. SB No. HC‑SB‑61‑227, Revision 2, dated May 8, 2000, approved by the United States Federal Aviation Administration (FAA) as an Alternative Method of Compliance (AMOC) to FAA 2001‑23‑08 Amdt39‑12505, are considered acceptable for compliance with the equivalent Requirements of this AD" (Note 3). There is a potential inconsistency between the SB revision numbers referenced. The practical implication is that operators must verify the specific SB revision and any FAA approval or AMOC status before relying on a particular SB as the compliance method.
• Previous credit allowance: the AD allows credit for prior inspections, rework, and replacements done under preceding SB revisions before the effective date of this AD (Requirements previous credit clause). Operators should ensure that documented evidence exists of the prior work and that the exact SB revision used is compatible with the credit clause; otherwise they risk rework.

Disposal and part‑marking requirement

• The AD requires "Propeller hubs removed from service as a result of this Directive shall have the hub serial number and type certificate number permanently removed" (Requirements 2.b). That permanent removal may affect part traceability and resale or export. If an operator intends to keep the removed hub for any purpose, they must comply with the marking removal requirement; failure to remove the numbers would be a breach of the Directive. The practical consequence is that removed hubs are effectively rendered non‑serviceable and untraceable as certified parts.

ECI capability and practice

• ECI is a specialist non‑destructive testing method. The AD mandates ECI "in accordance with Hartzell SB HC‑SB‑61‑227 Revision 5 dated September 28, 2006 or later FAA approved revision" (Requirements 1.a-d). Operators must ensure that their maintenance provider has equipment, procedures and documented competency to carry out ECIs as per the SB. Misinterpretation of SB technical steps or use of inadequate equipment risks false negatives or positives with safety and cost consequences.

Scope confusion around "routinely exposed to aerobatic manoeuvres"

• The AD includes both aircraft certified in the aerobatic category and "any aircraft routinely exposed to aerobatic manoeuvres" (Applicability 1.c-d). The phrase "routinely exposed" will require operators to interpret and document whether their aircraft come within that description. The AD does not provide a definition of "routinely", so operators should adopt a conservative, well‑documented operational standard when deciding whether the AD applies.

Spinner bulkhead modification scope and parts availability

• Installation of a "B" suffix hub requires spinner bulkhead modification per Hartzell Manual 113B or 117D (Compliance Note 4). That may require specific parts or kits and may not be a simple in‑shop task. Operators must plan for parts lead times and qualified modifications.

Record retention and audit evidence

• The AD requires marking changes and allows previous credit for work done under earlier SB revisions. Operators must retain documentation proving initial ECI, marking, repetitive ECIs, or earlier credit‑worthy work. The AD itself does not prescribe retention periods, leaving that to standard maintenance record obligations, but failure to retain clear records will make demonstrating compliance difficult.

This section translates the AD’s requirements into step‑by‑step actions and practical checkpoints. All actions below quote or rely on the AD’s own text; operators should retain documentary evidence for audit.

1. Identify affected hubs and aircraft

   • Check installed propeller model and hub serial number for the HC‑() 2Y‑() series with Y‑shank aluminium hubs named in the Applicability section. Confirm the hub serial number suffix, if any (Applicability paras 1-2; Table 1).
   • Determine if the aircraft type or operational use falls under the AD’s categories: PA‑32 series with Lycoming 540 engines rated at 300HP+, BN‑2 series or Trislander with Lycoming 540, aircraft certified in the aerobatic category, aircraft routinely exposed to aerobatic manoeuvres, or aircraft that have been used for agricultural operations while the hub was installed (Applicability 1.a-e).

2. Verify whether the hub is listed in Table 1

   • If the hub serial number is one of those listed in Table 1, it has specific initial and repetitive ECI requirements and accelerated removal schedules (Applicability para 2; Table 1; Requirements 1.d).

3. Determine prior compliance credit

   • Search maintenance records for any prior ECIs, rework or hub replacements performed using preceding revisions of Hartzell SB HC‑SB‑61‑227. The AD allows credit for such work if performed before the AD effective date (Requirements previous credit clause). Retain the SB revision references, dates and signatures in the record.

4. Arrange ECI in accordance with the Hartzell SB

   • For hubs without any suffix, arrange an initial Eddy Current Inspection of the hub fillet radius "in accordance with Hartzell SB HC‑SB‑61‑227 Revision 5 dated September 28, 2006 or later FAA approved revision" within 50 propeller hours TIS from the effective date of this Directive unless already carried out (Requirements 1.a; Compliance 1.a).
   • For hubs with suffix "E", schedule repetitive ECIs at intervals not to exceed 100 propeller hours TIS from the last ECI (Requirements 1.c; Compliance 1.b).
   • For Table 1 hubs, if not previously carried out, perform the initial ECI within 50 propeller hours TIS and thereafter at intervals not to exceed 100 propeller hours TIS (Requirements 1.d; Compliance 1.c).
   • Ensure the maintenance organisation performing ECIs follows the Hartzell SB step‑by‑step method and documents the inspection results, date, TIS at inspection and technician signature.

5. Marking, cracked hub action and recordkeeping

   • If an initial ECI on a no‑suffix hub shows no cracks, permanently mark the end of the hub serial number with suffix "E" according to Hartzell SB procedure (Requirements 1.b). Record the marking, date and certifying technician.
   • If any ECI reveals cracking, the AD requires replacement of the propeller hub prior to further flight (Requirements 1.e). Document replacement work and record the disposal treatment specified below.

6. Hub replacement and removal from service schedules

   • A‑suffix hubs not listed in Table 1: remove from service in accordance with Hartzell SB HC‑SB‑61‑227 Revision 5. For PA‑32 and BN‑2 series aircraft the AD states removal at next propeller overhaul but no later than 2000 hours propeller TIS or 31 December 2005, whichever comes first. For aerobatic aircraft or routinely aerobatic exposure the AD calls for removal at next overhaul not to exceed 1000 propeller hours TIS or 31 December 2005; for agricultural aircraft the AD again states next overhaul but not to exceed 2000 hours or 31 December 2005 (Requirements 2.a; Compliance 2.a.i-iii). These calendar dates pre‑date Amendment 2; confirm historical records to see whether the deadlines have already been met and retain proof.
   • Table 1 hubs: remove at next propeller overhaul but not to exceed 1000 propeller hours TIS or 31 December 2005, whichever comes first. For hubs that already exceeded 1000 hours TIS as of the original effective date, the AD required removal within 15 propeller hours TIS (Requirements 2.b; Compliance 2.b). Verify whether short removal windows applied by checking hub TIS as of the original effective date (16 May 2002 as stated in the AD Background).

7. Disposal requirements for removed hubs

   • For hubs removed from service under the AD, permanently remove the hub serial number and type certificate number from the hub before disposal (Requirements 2.b). Record disposal details, method and date to show compliance.

8. Consider the terminating action option

   • Evaluate whether installing a "B" suffix hub is cost‑effective. If you pursue this terminating action, plan for spinner bulkhead modification per Hartzell Manual 113B or 117D as required by the propeller type (Compliance Note 4). Ensure the maintenance organisation has the Hartzell manuals and parts needed to perform the modification and document the modification in the aircraft’s maintenance records.

9. Use approved Hartzell SB revisions and AMOCs

   • Confirm which revision of Hartzell SB HC‑SB‑61‑227 is FAA‑approved at the time of compliance. The AD accepts Revision 5 (28 September 2006) or later FAA‑approved revisions for the ECI procedure (Requirements 1.a-d). Note 3 allows later FAA‑approved revisions to SB Revision 2 that had AMOC status to be acceptable. If relying on a later SB revision as the compliance method, document the FAA approval or AMOC letter to demonstrate compliance.

10. Ensure competent ECI providers and maintain documentation

    • Use appropriately certificated maintenance organisations and technicians competent in Eddy Current Inspection per the Hartzell SB. Keep copies of the SB revision, inspection records, hub marking records, replacement records, disposal actions, and any AMOC documentation. These records form the compliance evidence.

11. Liaise with CASA where uncertain

    • If any ambiguity arises , for example, around whether your aircraft is "routinely exposed to aerobatic manoeuvres", or whether historical removal deadlines apply in your case , contact CASA or a regulatory adviser for clarification. The AD does not provide dispute or appeal mechanics within its text, so early engagement reduces compliance risk.

12. Update fleet maintenance planning

    • Incorporate the 100‑hour recurring ECI interval (where applicable) into your maintenance programme and log scheduling. For hubs pending replacement at "next overhaul", ensure that overhaul scheduling keeps the hub from exceeding the stated maximum TIS thresholds.

Documentary checklist to retain after compliance action

• Copy of the Hartzell SB revision used and any FAA approval or AMOC.
• Signed ECI reports (date, TIS, inspector, results).
• Records of permanent marking with suffix "E" where applicable.
• Records of any hub replacements, part numbers, and disposal marking actions.
• Records of spinner bulkhead modifications if converting to "B" suffix hubs, including reference to Hartzell Manual 113B or 117D, parts used and technician signatures.
• Evidence of previous creditable work performed under earlier SB revisions, including dates and revision references.

Adopt a conservative approach to documentation because the AD ties compliance to specific SB revisions and to measurable propeller hours thresholds that rely on accurate logbook entries.