AD/A320/52 - Rear Fuselage Skin Lap Joints

Overview

The Civil Aviation Regulations 1998, enacted by the Parliament of Australia, form the primary piece of legislation governing civil aviation in the country. One of the specific issues these regulations aim to address is the safety of aircraft through the issuance of airworthiness directives. The 1998 Regulations, under Part 39 - 105, include detailed directives concerning the maintenance and inspection of various aircraft to ensure ongoing airworthiness and safety. One such directive, AD/A320/52, pertains to Airbus Industrie A319, A320, and A321 series aeroplanes, specifically targeting the inspection of rear fuselage skin lap joints to prevent structural failures that could lead to loss of pressurisation. The policy objective behind these directives is to ensure that aircraft remain airworthy and safe to operate by mandating regular inspections and maintenance actions as specified in relevant service bulletins and directives.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105 concerning the Civil Aviation Safety Authority Schedule of Airworthiness Directives for Airbus Industrie A319, A320, and A321 series aeroplanes, applies to all A320 series aircraft with serial numbers listed in Airbus Industrie Service Bulletin (SB) A320-53-1057, excluding those that have incorporated Modification 21905K2008. This regulation mandates a detailed inspection of the upper rivet row of specific longitudinal lap joints to prevent potential structural failures that could lead to catastrophic outcomes such as loss of pressurisation. The requirement encompasses a thorough visual or eddy current inspection of joints between specified frames and stringers, with particular attention to stringer 32 RH for certain serial numbers that lack the additional rear cargo door modification. Compliance involves an initial inspection before 20,000 flights, followed by subsequent inspections at intervals not exceeding 4,000 flights if the last inspection was visual, or 12,000 flights if the last inspection was by eddy current. This directive is jurisdictional across the Commonwealth of Australia, ensuring adherence to stringent safety standards to mitigate risks associated with identified structural weaknesses.

Key Provisions

The Civil Aviation Regulations 1998, particularly Part 39 - 105, mandate specific requirements for maintaining the airworthiness of Airbus Industrie A319, A320, and A321 series aeroplanes. Section AD/A320/52 pertains to the inspection of rear fuselage skin lap joints, which is crucial to ensure the integrity of the aircraft's structure and prevent potential safety hazards. Specifically, the regulation requires inspections of the upper rivet row of the longitudinal lap joints between certain frames and stringers, as detailed in Airbus Industrie Service Bulletin (SB) A320-53-1057. This includes inspections of frames 48 and 64 next to stringer 6, frames 60 and 64 next to stringer 32, and frames 59 and 64 next to stringer 32, with additional considerations for specific aircraft serial numbers. The obligations imposed by this regulation are clear and stringent. Operators of A320 series aircraft must conduct an initial inspection before the aircraft reaches 20,000 flights. Subsequent inspections must be performed at intervals not exceeding 4,000 flights if the previous inspection was visual, or 12,000 flights if the previous inspection was by eddy current method. These inspections are imperative to detect any potential cracks or damage, ensuring the aircraft remains airworthy. The inspection must strictly adhere to the guidelines provided in Airbus Industrie SB A320-53-1057. Notably, the inspection of the stringer 32 RH lap joint is only required for specific aircraft serial numbers that lack a particular rear cargo door modification. Failure to comply with these inspection requirements can have serious consequences. The regulation does not explicitly state penalties but implies that non-compliance could lead to the aircraft being grounded, which could result in significant operational disruptions and potential safety risks. If cracks or damage are detected during inspection, appropriate corrective actions must be taken to rectify the issue, as outlined in Airbus Industrie SB A320-53-1056. This ensures the affected areas are repaired or modified to prevent further deterioration and maintain the aircraft's airworthiness.