COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
Boeing 737 Series Aeroplanes
AD/B737/199 Aileron Transfer Mechanism Lower Bearing
Support at First Officer Position
12/2002
Applicability: Model 737-100, -200, -200C, -300, -400, and -500 series aircraft, line numbers 1
through 3132.
Requirement: Inspect in accordance with the technical requirements of FAA AD 2002-18-02 Amdt 39-12874.
Note: Boeing Alert Service Bulletin 737-27A1238 refers.
Compliance: As specified in the Requirement document.
This Airworthiness Directive becomes effective on 28 November 2002.
Background: This Directive requires a one-time inspection to determine whether the lo wer bearing support of the aileron transfer mechanism directly below the first officer’s control column has a ‘pocket’, and follow-on corrective actions, if necessary. The actions specified by this Directive are intended to prevent jamming of the first officer’s control wheel due to the presence of a foreign object on the lower bearing support of the transfer mechanism, which could result in reduced controllability of the aeroplane.
Steven John Swift
Delegate of the Civil Aviation Safety Authority 18 October 2002
The above AD is notified in the Commonwealth of Australia Gazette on 6 November 2002.
Overview
The Civil Aviation Regulations 1998, as amended, are pivotal in regulating civil aviation activities within Australia and ensuring the safety and efficiency of the national airspace. This legislation, enacted by the Australian Parliament, provides the framework for the operation of civil aircraft, including the establishment of airworthiness standards, licensing requirements for personnel, and the regulation of air navigation services. One specific legislative instrument under the Civil Aviation Regulations 1998 is the Airworthiness Directive (AD) AD/B737/199, issued in 2002 by the Civil Aviation Safety Authority (CASA). This directive addresses the identified safety issue concerning the aileron transfer mechanism lower bearing support at the first officer position in Boeing 737 series aeroplanes, aiming to prevent potential jamming of the control wheel which could compromise the aircraft's controllability. The policy objective of this AD is to enhance aviation safety by mandating a one-time inspection and necessary corrective actions to mitigate the risk of unsafe conditions in the specified aircraft models.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, which pertains to Airworthiness Directives issued by the Civil Aviation Safety Authority (CASA), applies to a wide range of Boeing 737 series aircraft, including models 737-100, -200, -200C, -300, -400, and -500, from line numbers 1 through 3132. The directive mandates inspections of the aileron transfer mechanism's lower bearing support at the first officer position to prevent potential jamming of the control wheel due to foreign objects, thereby ensuring the aircraft's safety and controllability. This particular AD, AD/B737/199, became effective on 28 November 2002, with compliance requirements outlined in the FAA AD 2002-18-02 Amdt 39-12874, and references Boeing Alert Service Bulletin 737-27A1238 for additional context. The directive applies nationally within Australia and is a mandatory requirement for the specified aircraft to maintain airworthiness standards.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39, Section 105, includes an Airworthiness Directive (AD) aimed at ensuring the safety of Boeing 737 series aeroplanes. The directive, AD/B737/199, pertains to the aileron transfer mechanism's lower bearing support at the first officer position (section 12/2002). This AD applies to Model 737-100, -200, -200C, -300, -400, and -500 series aircraft, with line numbers ranging from 1 through 3132 (section Applicability). The requirement is to conduct an inspection in accordance with the technical specifications outlined in FAA AD 2002-18-02 Amdt 39-12874, and reference Boeing Alert Service Bulletin 737-27A1238 for additional guidance (section Requirement). Compliance with the AD must be achieved as per the instructions in the Requirement document, with the directive becoming effective from 28 November 2002 (section Compliance).
The AD imposes specific obligations on aircraft operators, mandating them to ensure that the lower bearing support of the aileron transfer mechanism, located directly below the first officer’s control column, is inspected to check for the presence of a 'pocket'. This pocket can potentially trap foreign objects, leading to jamming of the control wheel and subsequent reduced controllability of the aeroplane. The inspection must adhere to the detailed technical requirements specified in FAA AD 2002-18-02 Amdt 39-12874 and should follow any additional instructions provided in Boeing Alert Service Bulletin 737-27A1238. Failure to comply with these obligations could result in safety risks and potential regulatory repercussions.
In the event of non-compliance with the AD, there may be significant legal and safety consequences. While the Civil Aviation Regulations 1998 do not explicitly outline specific offences, penalties, or civil/criminal consequences in this context, failure to adhere to ADs can lead to regulatory action by the Civil Aviation Safety Authority (CASA). This could include enforcement actions, fines, or more severe penalties if it is determined that the non-compliance has contributed to an aviation incident or accident. The exact penalties and consequences would depend on the severity and impact of the non-compliance, as well as any subsequent investigations and findings by CASA.