Overview

The Civil Aviation Regulations 1998, enacted in 1998, were introduced to provide comprehensive regulations governing civil aviation in Australia, ensuring safety and efficiency in air travel. As part of these regulations, PART 39 - 105 specifically addresses Airworthiness Directives issued by the Civil Aviation Safety Authority (CASA) to maintain the safety of aircraft operations. This particular Airworthiness Directive, AD/B767/128 issued in 2000, targets Boeing 767-200 and -300 series aircraft equipped with Pratt and Whitney PW4000 engines. The directive mandates specific inspections and repairs of thrust reverser auxiliary beam assemblies to mitigate the risk of excessive wear, which could lead to disengagement and separation of thrust reverser components. This poses a potential hazard to the aircraft and persons on the ground, thereby addressing a significant safety gap in aircraft maintenance protocols.

Scope and Application

The Civil Aviation Regulations 1998, specifically PART 39 - 105, sets forth Airworthiness Directives issued by the Civil Aviation Safety Authority (CASA) to ensure the safety of aircraft operations. This particular Airworthiness Directive (AD) pertains to Boeing 767-200 and -300 series aeroplanes powered by Pratt and Whitney PW4000 engines, with line numbers 1 through 646 inclusive. The AD mandates specific inspections and modifications to the thrust reverser auxiliary track assemblies to prevent excessive wear, which could lead to disengagement of a slider and separation of a portion of the thrust reverser, potentially causing damage to the aircraft or posing a hazard to persons on the ground. Compliance with the directive includes performing initial and repetitive inspections and incorporating improved liner and slider assemblies, with the directive becoming effective on 30 November 2000. The AD is part of the broader framework of civil aviation regulations in Australia, and its application is enforced across the Commonwealth.

Key Provisions

The Civil Aviation Regulations 1998, specifically in Part 39, contain an Airworthiness Directive (AD) concerning Boeing 767 Series aeroplanes (section 1). The AD, identified as AD/B767/128, mandates specific actions to address unsafe conditions related to the thrust reverser auxiliary track assembly (section 2). The applicability of this directive is limited to Boeing 767-200 and -300 series aircraft powered by Pratt and Whitney PW4000 engines, with line numbers ranging from 1 through 646 inclusive (section 3). The requirements outlined in the AD involve two primary actions: conducting initial and repetitive inspections of the thrust reverser auxiliary beam assemblies according to FAA AD 2000-11-28, Paragraph (a), and repairing or replacing any discrepant parts prior to further flight (section 4). The second requirement is to incorporate improved liner and slider assemblies in accordance with FAA AD 2000-11-28, either Paragraph (b) or (c), as applicable (section 4). Compliance with the second requirement terminates the need for inspections specified in the first requirement for each modified beam assembly (section 4). The directive becomes effective on 30 November 2000 and is detailed in the Requirement document (section 5). The AD imposes several obligations and requirements on the parties it governs. The aircraft operators must ensure that the thrust reverser auxiliary beam assemblies are inspected and maintained according to the specified technical instructions. This includes both initial inspections and repetitive inspections as outlined in FAA AD 2000-11-28, Paragraph (a). Any discrepant parts identified during these inspections must be repaired or replaced before the aircraft is allowed to fly again. Additionally, operators must incorporate the improved liner and slider assemblies as per FAA AD 2000-11-28, Paragraph (b) or (c), as applicable, to mitigate the risks associated with excessive wear in the thrust reverser auxiliary track beam assemblies. The directive also mandates that compliance with the improved assembly requirement terminates the need for further inspections of the affected beam assemblies. Failure to comply with the AD may result in significant civil or criminal consequences. The AD is issued under subregulation 39.1 (1) of CAR 1998, which means that non-compliance could lead to enforcement actions by the Civil Aviation Safety Authority (CASA). While the specific penalties for non-compliance are not detailed in the provided text, they could include fines, enforcement notices, or other regulatory actions. The potential for damage to aircraft structure or hazards to persons on the ground underscores the importance of adhering to the AD’s requirements.