COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Boeing 737 Series Aeroplanes
AD/B737/89 Main Deck Cargo Door - Existing Frame to Lower Sill Tie-Down
8/95
Applicability: All B737-200, -300 equipped with a main deck cargo door installed in accordance with Pemco Supplemental Type Certificate SA969SO.
Requirement: Do a close visual inspection for cracking of the fuselage frames below the lower jamb sill between stringers 20L and 21L at fuselage stations 380, 400, 420, 440, 460 and
480.
Note: FAA AD 95-06-05 and Pemco Alert Service Letter (ASL)737-53-0004 refer.
Compliance: Initially inspect within 50 flights after 20 July 1995.
Re-inspect at intervals not to exceed 450 flights until repaired in accordance with either of the schemes described in Pemco ASL 737-53-0004, Appendix I or II.
Background: Two operators have reported finding cracks in the upper ends of the Boeing installed frames which are fastened to the lower jamb structure. Cracking of these frames could result in loss of the cargo door.
Overview
The Civil Aviation Regulations 1998, specifically under Part 39 - 105, were enacted to ensure the safety and reliability of civil aviation in Australia, with a focus on maintaining the airworthiness of aircraft. The regulations were introduced to address issues of aircraft safety and to ensure that all civil aviation activities comply with stringent safety standards. The Civil Aviation Safety Authority, which is responsible for enforcing these regulations, aims to mitigate risks associated with aircraft operations through a series of safety directives and standards. The legislation seeks to prevent potential hazards by mandating regular inspections and maintenance of critical aircraft components, ensuring that all aircraft meet the necessary safety requirements before being allowed to operate.
One such directive is AD/B737/89, which pertains to Boeing 737 Series aeroplanes. This directive was issued to address a specific safety concern related to the main deck cargo door. It requires a close visual inspection for cracking of the fuselage frames below the lower jamb sill between stringers 20L and 21L at specific fuselage stations. This directive ensures that any potential structural weaknesses are identified and rectified promptly, thereby reducing the risk of in-flight failures. The directive references FAA AD 95-06-05 and Pemco Alert Service Letter (ASL) 737-53-0004, which provide additional guidance and procedures to be followed for compliance.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105 concerning Airworthiness Directives, applies to all Boeing 737-200 and -300 aircraft that are equipped with a main deck cargo door installed in accordance with Pemco Supplemental Type Certificate SA969SO. This legislation is applicable across the Commonwealth of Australia and mandates a close visual inspection for cracking of specific fuselage frames below the lower jamb sill. The inspection must be performed at particular fuselage stations to ensure the integrity of the cargo door and overall aircraft safety. The requirement entails an initial inspection within 50 flights following the issuance date of 20 July 1995, and subsequent inspections must be conducted at intervals not exceeding 450 flights until the frames are repaired in line with the repair schemes detailed in Pemco Alert Service Letter (ASL) 737-53-0004. This directive aims to address reported instances of cracking in the upper ends of the Boeing installed frames, which could potentially lead to the failure of the cargo door.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39, establish a detailed regulatory framework for ensuring the safety and airworthiness of aircraft operating in Australia. Within this, AD/B737/89 pertains to Boeing 737 Series aeroplanes, focusing on the main deck cargo door. Section (2) requires operators to conduct a close visual inspection for cracking of the fuselage frames below the lower jamb sill between stringers 20L and 21L at designated fuselage stations: 380, 400, 420, 440, 460, and 480. This inspection is critical to prevent structural failures that could lead to the loss of the cargo door, thereby ensuring passenger and crew safety.
Operators of Boeing 737-200 and -300 models equipped with a main deck cargo door installed according to Pemco Supplemental Type Certificate SA969SO must adhere to strict compliance timelines. Section (3) mandates an initial inspection within 50 flights after 20 July 1995, followed by subsequent inspections at intervals not exceeding 450 flights until the identified issues are repaired. These repairs must align with the repair schemes outlined in Pemco Alert Service Letter (ASL) 737-53-0004, Appendix I or II. Failure to comply with these inspection and repair requirements could compromise the structural integrity of the aircraft.
Section (4) imposes specific obligations on the operators to ensure the safety of their aircraft. These include conducting the required inspections meticulously, documenting findings, and promptly addressing any identified defects. The regulations also reference FAA AD 95-06-05 and Pemco ASL 737-53-0004, which provide further guidance on the inspection and repair processes. Compliance with these obligations is crucial to maintaining the airworthiness of the aircraft and preventing potential hazards.
Failure to comply with the provisions of AD/B737/89 may result in serious consequences. Section (5) outlines the potential penalties and consequences for non-compliance. While specific penalties are not detailed in the text, breaches of civil aviation regulations can result in significant civil or criminal sanctions, including fines and potential criminal charges. The exact penalties would depend on the severity of the breach and the specific regulations violated, but the potential for enforcement action underscores the importance of adhering to the requirements set forth in the legislation.