AD/AC/59 Amdt 1 - Flap System - Flap Control Bracket - Inspection and Modification

Overview

The Civil Aviation Regulations 1998, enacted by the Australian Government, represent a comprehensive framework designed to ensure the safety and efficiency of civil aviation within Australia. Among the various provisions, Part 39 specifically addresses the airworthiness of aircraft, ensuring that they meet the necessary safety standards. One such directive, AD/AC/59 Amendment 1, pertains to the inspection and modification of the flap control bracket in Twin Commander (Gulfstream/Rockwell/Aerocommander 500, 600, and 700) series aeroplanes. This legislative instrument was introduced to address specific safety concerns identified in certain models of these aircraft, particularly those referenced in Rockwell Service Bulletin No. 157A. The policy objective behind this regulation is to mandate compliance within a specified timeframe to mitigate potential risks associated with the identified issues, thereby enhancing the overall safety of civil aviation operations.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, pertains to the Airworthiness Directives issued by the Civil Aviation Safety Authority (CASA). This particular regulation applies to Twin Commander (Gulfstream/Rockwell/Aerocommander 500, 600, and 700) series aeroplanes, mandating that all aircraft models 685, 690, and 690A with specific serial numbers, as referenced in Rockwell Service Bulletin No. 157A, must comply with the directive concerning the flap system flap control bracket. The directive requires an inspection and potential modification to be completed within 100 hours of time in service following 31 December 1979. The regulation's scope is limited to ensuring that the specified aircraft meet necessary safety standards, and it does not extend to other types of aircraft or components. Compliance with this directive is mandatory for the specified aircraft, and failure to adhere to the outlined procedures may result in regulatory consequences.

Key Provisions

The primary operative sections of the Civil Aviation Regulations 1998, specifically Part 39 - 105 concerning the Twin Commander (Gulfstream/Rockwell/Aerocommander 500, 600 and 700) series aeroplanes, are encapsulated in the Airworthiness Directive (AD) AD/AC/59Amdt 1. This AD mandates an inspection and possible modification of the flap control bracket for the specified aircraft models. According to section (1), the directive applies to all Twin Commander aircraft models 685, 690, and 690A with specific serial numbers referenced in Rockwell Service Bulletin No. 157A. The compliance requirement, as stated in section (2), is that the inspection and modification must be completed within 100 hours of time in service after 31 December 1979, unless these actions have already been performed. The obligations and requirements imposed by this Act are clear and specific. Operators of the Twin Commander (Gulfstream/Rockwell/Aerocommander 500, 600 and 700) series aeroplanes must ensure that the inspection and modification of the flap control bracket is carried out as per the directive. The directive mandates that this maintenance action must be completed within the stipulated timeframe unless it has already been accomplished. This obligation extends to ensuring that all necessary documentation, such as Rockwell Service Bulletin No. 157A, is available and referenced during the inspection and modification process. Operators must also ensure that any modifications are performed by certified personnel and that the aircraft is returned to service only after the required checks have been satisfactorily completed. Breach of the requirements set forth in the AD may result in significant legal consequences. Under the Civil Aviation Act 1988, failure to comply with an Airworthiness Directive can lead to various civil and criminal penalties. For instance, operators who do not adhere to the mandated inspection and modification of the flap control bracket could face enforcement actions, including fines and other administrative penalties. Additionally, if non-compliance is found to have contributed to an aviation accident or incident, the operator may also face criminal charges, which could result in more severe penalties, including imprisonment. The specific penalties for non-compliance would be determined based on the circumstances of the breach and the severity of the consequences resulting from the non-compliance.