COMMONWEALTH OF AUSTRALIA (Civil Aviation Safety 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 CASR 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/B737/213 Fuselage Lap Joints 7/2003
Applicability: Model 737-200, -200C, -300, -400, and -500 series aircraft, line numbers 292 through 2552; and on which the modification specified in Boeing Service Bulletin 737- 53A1177 Revision 6, dated 31 May 2001, has not been accomplished.
Requirement: Inspect in accordance with the technical requirements of FAA AD 2003-08-15 Amdt 39-13128.
Note: Detailed inspections required by this Directive do not replace, but are in addition to the repetitive inspections required by AD/B737/87 Amdt 2 (FAA AD 2002- 07-08 Amdt 39-12702).
Comp liance: As specified in the Requirement document, with a revised effective date of 10 July 2003.
This Airworthiness Directive becomes effective on 10 July 2003.
Background: The FAA received a report that, during a walk-around inspection on a Model 737-200 series aircraft with 60,333 total flight cycles, a 23- inch long crack was found in the lower row of the stringer S-4L lap joint between body stations 616 and 639. The crack was noticed above the over-wing exit because the lower skin was pushed outward approximately 1- inch with the crack ends turning downward at the tear straps. Further external and internal non-destructive testing methods for cracking of the lap joint revealed additional cracking.
David Villiers
Delegate of the Civil Aviation Safety Authority 27 May 2003
The above AD is notified in the Commonwealth of Australia Gazette on 18 June 2003.
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Overview
The Civil Aviation Safety Regulations 1998 (CASR 1998) were enacted to provide a comprehensive regulatory framework for ensuring the safety of civil aviation in Australia. This legislation, established by the Parliament of Australia, addresses the need for stringent oversight and regulation to maintain high safety standards within the aviation industry. One of the key components of the CASR 1998 is the issuance of Airworthiness Directives (ADs) by the Civil Aviation Safety Authority (CASA) to address specific safety concerns identified in aircraft operations. The directive in question, AD/B737/213, was issued on 7 July 2003, in response to reports of fuselage lap joint cracks in Boeing 737 series aircraft. This AD mandates specific inspection requirements to ensure the continued airworthiness of affected aircraft, thereby mitigating potential safety risks. The policy objective underlying this directive is to enhance aircraft safety by ensuring timely and effective identification and rectification of structural defects.
Scope and Application
The Civil Aviation Safety Regulations 1998, specifically Part 39 - 105, mandate the application of Airworthiness Directives (ADs) to ensure the safe operation of civil aircraft within Australia. This particular AD/B737/213 applies to Boeing 737 Series Aeroplanes, specifically the 737-200, -200C, -300, -400, and -500 series aircraft with line numbers ranging from 292 through 2552, excluding those that have already implemented the modification specified in Boeing Service Bulletin 737-53A1177 Revision 6, dated 31 May 2001. The AD requires an inspection of the fuselage lap joints in accordance with the technical requirements set out in FAA AD 2003-08-15 Amdt 39-13128, and these inspections must be conducted in addition to the repetitive inspections mandated by AD/B737/87 Amdt 2 (FAA AD 2002-07-08 Amdt 39-12702). The compliance with this directive must be achieved by 10 July 2003, as specified in the requirement document. The directive was prompted by a reported crack in the lower row of the stringer S-4L lap joint, leading to additional non-destructive testing methods to identify and address any further cracking.
Key Provisions
The Civil Aviation Safety Regulations 1998, under Part 39 - 105, establish specific airworthiness directives that govern the maintenance and inspection of aircraft to ensure safety standards are met. Section 39.1 (1) of these regulations allows the Civil Aviation Safety Authority (CASA) delegate to issue such directives. One such directive, AD/B737/213, pertains to the Boeing 737 Series Aeroplanes and specifically addresses issues with the fuselage lap joints. This directive mandates a detailed inspection of the lap joints on certain Boeing 737 models to identify and correct any unsafe conditions that might arise.
The applicability section of AD/B737/213 specifies that it applies to Boeing 737-200, -200C, -300, -400, and -500 series aircraft, within a specific line number range and where a particular modification, as outlined in Boeing Service Bulletin 737-53A1177 Revision 6, has not been performed. The requirement section stipulates that these aircraft must undergo inspections as per the technical requirements of FAA AD 2003-08-15 Amdt 39-13128. It is important to note that these inspections are supplementary to the repetitive inspections mandated by AD/B737/87 Amdt 2 (FAA AD 2002-07-08 Amdt 39-12702).
Compliance with AD/B737/213 must be achieved by adhering to the specified requirements and completing the inspections by the effective date of 10 July 2003. Failure to comply with this airworthiness directive could potentially result in serious safety risks, as evidenced by a reported incident where a 23-inch crack was found in a lap joint during a routine inspection. The background information reveals that the crack was discovered in a Model 737-200 series aircraft, highlighting the importance of stringent inspection protocols.
There are no explicit penalties or legal consequences outlined in the directive itself, but non-compliance could lead to severe repercussions under broader aviation safety regulations. These could include potential grounding of the aircraft, fines, and other regulatory actions by CASA. The overarching objective of these directives is to prevent unsafe conditions and ensure the highest safety standards in aviation operations.