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/B737/214 Fuselage Skin Lap Joint - Fatigue Cracking 9/2003
DM
Applicability: Model 737-200, -200C, -300, -400 and -500 series aircraft; line numbers 292 to 2947 inclusive.
Requirement: Action in accordance with the technical requirements of FAA AD 2003-14-06, Amdt 39-13225.
Note: Boeing Service Bulletin 737-53-1179 Revision 2 refers.
Compliance: As specified in the Requirement document, with a revised effective date of 23 July 2003.
This Airworthiness Directive becomes effective on 23 July 2003.
Background: The FAA has received a report of a significant number of cracks along the fuselage skin lap joint of a Boeing 737-300 series aircraft. This aircraft had accumulated 35,710 flight cycles. During scheduled maintenance, fatigue cracks were found on a lap joint that extends from aft of the flight deck to the wing front spar just above the passenger windows. Some of the cracks had linked up to form a 10-inch crack. The cracks were attributed to delaminated skin doublers, due to improper processing during phosphoric anodising. The improperly processed panels were installed on certain aircraft during manufacture and were available to other 737 aircraft models as spare parts.
The condition, if not corrected, may result in fatigue cracks in the lap joints and consequent rapid decompression of the aircraft.
David Villiers
Delegate of the Civil Aviation Safety Authority 17 July 2003
The above AD is notified in the Commonwealth of Australia Gazette on 23 July 2003.
Overview
The Civil Aviation Safety Regulations 1998 (CASR 1998) were enacted to provide a framework for the regulation of civil aviation safety in Australia. This legislation was introduced to address the need for comprehensive safety standards and regulatory oversight in the aviation industry. The CASR 1998 was enacted by the Parliament of the Commonwealth of Australia, with the overarching policy objective of ensuring the highest possible levels of safety in civil aviation through the establishment of detailed regulations and standards. The Civil Aviation Safety Authority (CASA) is the body responsible for administering and enforcing these regulations. One significant aspect of these regulations is the issuance of Airworthiness Directives (ADs), which are legal requirements that mandate corrective actions to address specific safety issues identified in aircraft or aeronautical products. These directives aim to ensure that identified safety risks are mitigated promptly and effectively, thereby protecting the safety of passengers, crew, and the general public.
Scope and Application
The Civil Aviation Safety Regulations 1998, particularly Part 39 - 105, govern the safety standards for aircraft and aeronautical products within Australia. This legislative instrument mandates specific actions to be taken to rectify unsafe conditions identified in certain aircraft. In this case, Airworthiness Directive (AD) B737/214 pertains to Boeing 737 series aeroplanes, specifically the 737-200, -200C, -300, -400, and -500 series with line numbers 292 to 2947 inclusive. The directive requires corrective action concerning fuselage skin lap joint fatigue cracking, following the technical requirements outlined in the Federal Aviation Administration (FAA) AD 2003-14-06, Amendment 39-13225, with reference to Boeing Service Bulletin 737-53-1179 Revision 2. Compliance with this directive is expected by 23 July 2003, with the directive itself taking effect on the same date. This regulation ensures that all specified aircraft are maintained to a standard that precludes unsafe conditions leading to potential rapid decompression of the aircraft.
Key Provisions
The Airworthiness Directive (AD) issued by the Civil Aviation Safety Authority (CASA) under section 39.1(1) of the Civil Aviation Safety Regulations 1998 (CASR 1998) applies specifically to Boeing 737 series aeroplanes, including models 737-200, -200C, -300, -400 and -500 within the specified line numbers. The directive mandates that corrective action be taken in relation to fatigue cracking at the fuselage skin lap joint, in accordance with the technical requirements of the Federal Aviation Administration (FAA) AD 2003-14-06, Amendment 39-13225, and references Boeing Service Bulletin 737-53-1179 Revision 2. The compliance timeframe is set from 23 July 2003, the effective date of the AD.
The directive imposes obligations on aircraft operators and maintenance providers to ensure that the specified models of Boeing 737 aeroplanes undergo the necessary inspections and repairs to address the identified issue of fatigue cracking at the fuselage skin lap joint. This is to mitigate the risk of further delamination and cracking, which could lead to rapid decompression of the aircraft during flight. The requirement to adhere to FAA AD 2003-14-06, Amendment 39-13225, includes specific technical instructions and procedures that must be followed during maintenance activities.
Failure to comply with the AD can result in significant safety risks, including the potential for structural failure in-flight. While the AD itself does not specify penalties, non-compliance with CASA directives can lead to enforcement actions under the Civil Aviation Act 1988 and the Civil Aviation Regulations 1988. Such actions may include fines, suspension or revocation of air operator certificates, and other regulatory measures. The potential civil and criminal consequences underscore the importance of adhering to the AD to ensure the continued airworthiness of the affected aircraft.