COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Boeing 727 Series Aeroplanes
AD/B727/110
Amdt 2
Wing Centre Section Front Spar Web 2/93
Applicability: Line Numbers 1 to 191.
Requirement: Visually inspect the wing centre section front spar web in accordance with Boeing Service Bulletin 727-57-0107 Revision 6.
Note: FAA AD 90-20-02 refers.
Compliance: If back to back angles were installed before 20000 flights:
Inspect within 12000 flights after installation of the angles, or within 1000 flights since last inspected in accordance with the previous issue of this AD, or within 1000 flights after 4 February 1993, whichever is the latest.
If back to back angles have not been installed, or were installed after 20000 flights:
Inspect before 15000 flights, or within 1000 flights since last inspected in accordance with the previous issue of this AD, or within 1000 flights after 4 February 1993, whichever is the latest.
Re-inspect at intervals not exceeding 1000 flights, until the doublers and straps have been installed per Boeing Drawing No 65-78836.
Background: Fatigue cracks caused by pressurisation cycling have been found in the subject area. Amendment 2 is issued to require further repeat inspections to aircraft that have been previously modified by installing additional angles back-to-back with existing stiffeners, as several of these installations have been subsequently found to crack.
Overview
The Civil Aviation Regulations 1998, administered by the Civil Aviation Safety Authority, were enacted to regulate and ensure the safety of civil aviation in Australia. One such regulation, included in Part 39, addresses the airworthiness directives for specific aircraft, such as the Boeing 727 Series Aeroplanes. This regulation, specifically AD/B727/110 Amendment 2, was introduced to tackle the issue of fatigue cracks in the wing centre section front spar web of Boeing 727 aeroplanes, a problem identified through pressurisation cycling. The directive mandates visual inspections in accordance with Boeing Service Bulletin 727-57-0107 Revision 6 to maintain airworthiness, reflecting the policy objective to enhance safety by mitigating risks associated with structural fatigue. The compliance requirements are tailored to ensure inspections are conducted at critical intervals, either post-installation of back-to-back angles or at specific flight thresholds, to prevent the recurrence of cracks in the affected area.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, pertains to the regulation of airworthiness directives for aircraft operating within Australia. This particular directive, AD/B727/110 Amendment 2, applies to Boeing 727 Series aeroplanes. It mandates a visual inspection of the wing centre section front spar web to detect any fatigue cracks resulting from pressurisation cycling, in compliance with Boeing Service Bulletin 727-57-0107 Revision 6. The directive is applicable to all aircraft within the specified line numbers and is enforced by the Civil Aviation Safety Authority. The inspection requirements vary depending on the installation timeline of back-to-back angles, necessitating inspections within specified flight intervals, particularly if such angles were installed before or after a certain number of flights. The directive is national in scope, applying to all operators of Boeing 727 aeroplanes within Australian airspace.
Key Provisions
The main sections of this legislative instrument are focused on the inspection requirements for the wing centre section front spar web of Boeing 727 Series aeroplanes. Specifically, Section 1 of Amendment 2 to Airworthiness Directive (AD) B727/110 mandates a visual inspection of the wing centre section front spar web in accordance with Boeing Service Bulletin 727-57-0107 Revision 6. This directive references FAA AD 90-20-02 for context. The inspection frequency and timing depend on whether back-to-back angles were installed before or after 20,000 flights. If installed before this flight count, inspections must be conducted within 12,000 flights after installation, or within 1,000 flights since the last inspection in accordance with the previous issue of this AD, or within 1,000 flights after 4 February 1993, whichever is the latest. For installations after 20,000 flights, inspections must be conducted before 15,000 flights, or within 1,000 flights since the last inspection as per the previous AD, or within 1,000 flights after 4 February 1993, whichever is the latest. Additionally, re-inspections must occur at intervals not exceeding 1,000 flights until doublers and straps are installed as per Boeing Drawing No 65-78836.
The obligations imposed by this Act include the requirement for operators to visually inspect the specified part of the aeroplane according to the defined schedules. Operators must ensure that inspections are carried out by qualified personnel who adhere to the Boeing Service Bulletin and the Civil Aviation Safety Authority's directives. These inspections are crucial for identifying any fatigue cracks caused by pressurisation cycling, which could compromise the structural integrity of the aeroplane. The inspections must be meticulously documented and logged, with any findings reported to the relevant authorities.
Failure to comply with the inspection requirements outlined in this Act may result in serious consequences. While the specific civil or criminal penalties are not detailed in this excerpt, non-compliance generally could lead to penalties under the Civil Aviation Act 1988 or other relevant legislation. Such penalties might include fines, grounding of the aeroplane, or even criminal charges for severe non-compliance. The exact penalties would depend on the nature and severity of the breach, but the overarching aim is to ensure that all inspections are conducted to maintain the highest safety standards.