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 revokes Airworthiness Directive (AD) AD/B747/130 and issues the following 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 747 Series Aeroplanes
AD/B747/130
Amdt 1
Thrust Reverser Control System Modification 7/2002
Applicability: All Boeing 747-100, -200, and -300 aircraft fitted with Pratt & Whitney JT9D series engines.
Requirement: 1: Incorporate a solenoid-operated shut-off valve into the thrust reverser control system in accordance with Boeing Service Bulletin 747-78-2052, either Rev.3 dated 27 August 1987 or Rev.4 dated 23 March 1989.
2: When engine replacement is required, only engines modified in accordance with Requirement 1 are to be installed on an affected aircraft.
Note: FAA AD 94-10-10 Amdt 39-8917 refers.
Compliance: For Requirement 1: No later than 18 August 1997.
For Requirement 2: After the effective date of this Directive. This Amendment becomes effective on 11 July 2002.
Background: This amendment makes no technical changes to the contents of the Directive.
Therefore, no further action is required for aircraft/engines already in compliance with the original Directive. The Directive was prompted by incidents being reported of in- flight deployment of the engine fan thrust reverser. The actions contained in this Directive are intended to prevent such a deployment, which could result in reduced controllability of the aeroplane.
The original issue of this Airworthiness Directive became effective on 18 August 1994.
James Coyne
Delegate of the Civil Aviation Safety Authority 28 May 2002
The above AD is notified in the Commonwealth of Australia Gazette on 19 June 2002.
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Overview
The Civil Aviation Regulations 1998, specifically under PART 39 - 105, outlines the Civil Aviation Safety Authority’s (CASA) regulatory framework for ensuring the airworthiness of aircraft. Enacted by the Australian Parliament, this legislation aims to address safety concerns and maintain the integrity of the nation's civil aviation sector. The policy objective of the Civil Aviation Regulations 1998 is to provide a robust safety framework that protects the public and promotes safe, efficient, and environmentally sustainable aviation operations. One of the specific amendments made to this Act is the Airworthiness Directive AD/B747/130 Amendment 1, issued in response to incidents of in-flight deployment of engine fan thrust reversers on Boeing 747 series aircraft. This directive mandates the installation of a solenoid-operated shut-off valve in the thrust reverser control system to prevent such incidents, thereby enhancing the overall safety and controllability of the aircraft in flight.
Scope and Application
This Airworthiness Directive (AD) issued by the Civil Aviation Safety Authority (CASA) under the Civil Aviation Regulations 1998 (CAR) pertains specifically to all Boeing 747-100, -200, and -300 aircraft that are fitted with Pratt & Whitney JT9D series engines. The directive mandates that the action specified in the requirement section must be undertaken to address an unsafe condition. This involves incorporating a solenoid-operated shut-off valve into the thrust reverser control system in line with Boeing Service Bulletin 747-78-2052, either Revision 3 dated 27 August 1987 or Revision 4 dated 23 March 1989. Additionally, when engine replacement is necessary, only engines modified according to Requirement 1 are to be installed on the affected aircraft. Compliance with these requirements must be achieved by 18 August 1997 for Requirement 1, and immediately after the effective date of the directive for Requirement 2, which was set as 11 July 2002. This AD was prompted by incidents of in-flight deployment of the engine fan thrust reverser and aims to prevent such occurrences, which could lead to reduced controllability of the aeroplane.
Key Provisions
This Airworthiness Directive (AD) issued by the Civil Aviation Safety Authority (CASA) under section 39.1 (1) of the Civil Aviation Regulations 1998, pertains specifically to Boeing 747-100, -200, and -300 aircraft fitted with Pratt & Whitney JT9D series engines. The AD mandates that the action specified in the requirement section must be implemented in the circumstances outlined and according to the instructions provided, with compliance to be achieved by the dates mentioned in the compliance section. For Requirement 1, a solenoid-operated shut-off valve must be integrated into the thrust reverser control system, aligning with Boeing Service Bulletin 747-78-2052, either Revision 3 dated 27 August 1987 or Revision 4 dated 23 March 1989. For Requirement 2, only engines that have been modified as per Requirement 1 are to be installed during engine replacements. This Amendment, which does not introduce any technical changes, became effective on 11 July 2002.
The AD imposes specific obligations on the owners and operators of the affected aircraft. They must ensure that the required modifications are carried out on the thrust reverser control system by 18 August 1997. Additionally, they must use only compliant engines during any engine replacement, adhering to the AD's effective date. The directive does not require any further action if the aircraft and engines are already compliant with the original AD issued on 18 August 1994.
Failure to comply with the provisions of this AD could result in serious safety risks, including the possibility of in-flight deployment of the engine fan thrust reverser, which could lead to reduced controllability of the aeroplane. While the specific legal consequences of non-compliance are not detailed in the AD, it is likely that CASA may take enforcement action against non-compliant aircraft or operators. This could include grounding the aircraft until compliance is achieved, fines, or other regulatory penalties. The exact penalties would depend on the specific circumstances and the discretion of CASA, but the potential for significant repercussions underscores the importance of adhering to the AD.