COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Boeing 747 Series Aeroplanes
AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/B747/168 Amdt 1 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.
AD/B747/168
Amdt 2
Engine Pylon Aft Torque Bulkhead 9/2000
Applicability: Model 747 series aircraft, as listed in Groups 1, 2, and 5 of Boeing Alert Service Bulletin 747-54A2184, Revision 1 dated 6 May 2000.
Requirement: Action in accordance with the technical requirements of FAA AD 2000-12-16 Amdt 39-11794.
Compliance: As specified in the Requirement document with a revised effective date of 7 September 2000.
This Amendment becomes effective on 7 September 2000.
Background: The FAA received two reports of cracking of the aft torque bulkhead at the number 1 and number 2 engine pylons. This cracking occurred on a Boeing model 747-200F series aircraft powered by Rolls Royce model RB211 series engines. Cracking of the aft torque bulkhead at the engine pylons, if not detected and corrected in a timely manner, could result in failure of a pylon and consequent separation of the engine from the wing.
Amendment 1 was prompted by a report of cracking found in the aft torque bulkheads of the outboard nacelle struts, and by the availability of new service instructions for detecting fatigue cracking.
Amendment 2 is issued in response to a new FAA AD which expands applicability to include additional aircraft while removing certain other aircraft from applicability.
This amendment also requires accomplishment of a new terminating action. Amendment 1 of this Airworthiness Directive became effective on 17 June 1999.
The original issue of this Airworthiness Directive became effective on 8 January 1997.
David Alan Villiers
Delegate of the Civil Aviation Safety Authority 14 July 2000
The above AD is notified in the Commonwealth of Australia Gazette on 9 August 2000.
Overview
The Civil Aviation Regulations 1998, as amended, address the critical safety concerns associated with aviation operations in Australia. This legislation, enacted by the Parliament of Australia, aims to ensure the safety of civil aviation through the establishment of comprehensive regulations and directives. The specific legislative instrument in focus is the Airworthiness Directive AD/B747/168 Amdt 2, issued by the Civil Aviation Safety Authority (CASA) under the authority delegated by the Minister for Infrastructure and Transport. This directive, effective from 7 September 2000, targets the Boeing 747 series aeroplanes, particularly addressing the identified unsafe condition of cracking at the aft torque bulkheads of the engine pylons. The policy objective is to mitigate the risk of pylon failure and engine separation by mandating specific corrective actions in alignment with the Federal Aviation Administration’s (FAA) directives, ensuring continued airworthiness and safety of the affected aircraft.
Scope and Application
The Civil Aviation Regulations 1998, specifically PART 39 - 105, under the Civil Aviation Safety Authority Schedule of Airworthiness Directives, concerns Boeing 747 Series Aeroplanes and outlines specific airworthiness directives that must be followed. This directive applies to model 747 series aircraft as listed in Groups 1, 2, and 5 of Boeing Alert Service Bulletin 747-54A2184, Revision 1 dated 6 May 2000. The directive mandates that corrective action be taken in accordance with the technical requirements of FAA AD 2000-12-16 Amdt 39-11794. Compliance with these directives must be achieved by the specified date, as outlined in the requirement document, with this amendment becoming effective on 7 September 2000. The directive aims to address and mitigate risks associated with the cracking of the aft torque bulkhead at the engine pylons, which could lead to severe consequences such as engine separation from the wing. This regulation is applicable nationwide, with its enforcement overseen by the Civil Aviation Safety Authority.
Key Provisions
The Civil Aviation Regulations 1998 (CAR 1998) under PART 39 - 105 Civil Aviation Safety Authority SCHEDULE OF AIRWORTHINESS DIRECTIVES, specifies an Airworthiness Directive (AD) for Boeing 747 series aeroplanes. This AD, AD/B747/168 Amdt 2, specifically addresses the issue of cracking in the aft torque bulkhead at the number 1 and number 2 engine pylons of certain 747 series aircraft (section 1). The applicability of this AD is limited to Model 747 series aircraft as listed in Groups 1, 2, and 5 of Boeing Alert Service Bulletin 747-54A2184, Revision 1 dated 6 May 2000 (section 2). The requirement is to take action in accordance with the technical requirements of FAA AD 2000-12-16 Amdt 39-11794 (section 3), with compliance to be achieved by 7 September 2000 (section 4).
This AD imposes obligations on aircraft operators to ensure that the specified actions are taken to address the identified safety issue. Operators must follow the instructions set out in the requirement section to rectify the unsafe condition (section 3). The AD mandates that these actions be carried out in accordance with the compliance instructions provided, which include a revised effective date of 7 September 2000 (section 4). Failure to comply with the AD could result in the aircraft being deemed unairworthy, leading to potential grounding until the required actions are completed.
Breach of this Airworthiness Directive may result in serious safety implications. Cracking of the aft torque bulkhead at the engine pylons, if not detected and corrected, could lead to failure of a pylon and consequent separation of the engine from the wing (section 1). The AD is designed to prevent such occurrences by mandating specific corrective actions. While the CAR 1998 does not explicitly state the penalties for non-compliance, failure to adhere to such directives can result in severe consequences, including the potential for criminal charges under the Civil Aviation Act 1988, and civil penalties for operating an unairworthy aircraft. The seriousness of the potential consequences underscores the importance of strict compliance with the AD.