COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Boeing 767 Series Aeroplanes
AD/B767/61
Amdt 2
Thrust Reverser Control System 6/96
Applicability: All Boeing 767 series aircraft equipped with General Electric CF6-80C2 series engines not incorporating Boeing Service Bulletin 767-78-0063.
Requirement: 1. Inspect and test the thrust reverser system in accordance with Boeing Service Bulletin 767-78-0047 Rev 2 or Rev 3.
If any of the inspections or tests specified in the Requirement of this Directive cannot be successfully performed or fail the acceptance criteria, either rectify the defect or de-activate the defective thrust reverser per the appropriate B767 maintenance procedures before further flight. Only one thrust reverser per aircraft may be de-activated at any one time.
Any thrust reverser that has been de-activated as a result of the requirements of this Directive is to be rectified; the inspections/tests specified in the applicable service bulletin successfully performed; and the thrust reverser re-activated within 10 days.
2. Install an additional locking device on the thrust reversers in accordance with Boeing Service Bulletin 767-78-0063 Rev 2 or Rev 3.
Incorporation of Boeing SB 767-78-0063 Rev 2 or Rev 3 provides terminating action for the inspections and tests mandated by Requirement 1 of this Directive.
Note. FAA AD 95-13-12 R1 refers and supersedes FAA AD 91-22-02.
Compliance: 1. Unless previously accomplished, prior to 15 August 1996 and thereafter at intervals not to exceed 3,000 flight hours since last inspection. Upon completion of the initial inspection special provisions apply to Para 111H of SB B767-78-0047 Rev 3 (see below).
Compliance with Para 111H of SB 767-78-0047 Rev 3: At intervals not to exceed 1,500 flight hours, or whenever maintenance action is taken that would disturb the DPV grounding circuit.
Note. Para 111H refers to testing the integrity of the safety grounding wire for the thrust reverser directional pilot valve (DPV) “Hot Short” protection.
2. No later than 31 December 1998.
Background: The FAA have advised of a Boeing 767 accident in which a thrust reverser apparently deployed in flight. This can result in reduced controllability of the aircraft.
This AD has been issued in order to detect and prevent possible discrepancies in the thrust reverser system that can result in inadvertent deployment of the thrust reverser during flight.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
This amendment mandates an additional locking device for the thrust reverser which also provides terminating action for the inspections/tests mandated by previous issues of this Directive.
The original issue of this AD became effective on 30 December 1991. Amendment 1 of this AD became effective on 11 November 1993.
Overview
The Civil Aviation Regulations 1998, specifically Part 39 - 105, incorporates Airworthiness Directives (AD) issued by the Civil Aviation Safety Authority (CASA) to address safety concerns in civil aviation. This legislation was enacted to ensure that all aircraft meet specific safety standards and to prevent accidents by mandating particular actions or modifications to aircraft systems. The AD/B767/61 Amendment 2, effective from 6th September 1996, targets Boeing 767 series aeroplanes equipped with General Electric CF6-80C2 series engines that have not yet incorporated Boeing Service Bulletin 767-78-0063. This directive was introduced following an accident involving a Boeing 767 where the thrust reverser apparently deployed in flight, leading to concerns about the controllability and safety of the aircraft. The policy objective is to detect and prevent possible discrepancies in the thrust reverser system that could result in inadvertent deployment during flight, thereby enhancing overall aviation safety.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105 Civil Aviation Safety Authority Schedule of Airworthiness Directives, applies to all Boeing 767 series aircraft equipped with General Electric CF6-80C2 series engines that do not incorporate Boeing Service Bulletin 767-78-0063. This legislation, enforced by the Civil Aviation Safety Authority (CASA), mandates inspections and modifications to the thrust reverser control system of specified Boeing 767 aircraft to prevent inadvertent deployment during flight, which can compromise aircraft controllability. The directive requires operators to inspect and test the thrust reverser system in accordance with Boeing Service Bulletin 767-78-0047 Rev 2 or Rev 3, and to install an additional locking device as outlined in Boeing Service Bulletin 767-78-0063 Rev 2 or Rev 3. The installation of the additional locking device also provides terminating action for the inspections and tests mandated by previous issues of this Directive. Compliance with these requirements is mandatory, with inspections needed before 15 August 1996 and at intervals not exceeding 3,000 flight hours since the last inspection, and the additional locking device installation required by 31 December 1998.
Key Provisions
The Civil Aviation Regulations 1998, Part 39 - 105, Civil Aviation Safety Authority Schedule of Airworthiness Directives, outlines specific requirements for Boeing 767 series aeroplanes, particularly those equipped with General Electric CF6-80C2 series engines. The directive AD/B767/61 Amendment 2 pertains to the thrust reverser control system, applicable to aircraft not incorporating Boeing Service Bulletin 767-78-0063. The main requirement of this directive is twofold (AD/B767/61). Firstly, it mandates that the thrust reverser system be inspected and tested in accordance with Boeing Service Bulletin 767-78-0047 Rev 2 or Rev 3. If the inspections or tests fail to meet the acceptance criteria, the defect must be rectified or the defective thrust reverser deactivated per the appropriate B767 maintenance procedures before further flight. Deactivation of a thrust reverser must be limited to one per aircraft at any given time, and any deactivated thrust reverser must be rectified, successfully tested, and reactivated within 10 days. Secondly, the directive requires the installation of an additional locking device on the thrust reversers in accordance with Boeing Service Bulletin 767-78-0063 Rev 2 or Rev 3. The incorporation of Boeing Service Bulletin 767-78-0063 Rev 2 or Rev 3 provides terminating action for the inspections and tests mandated by the first requirement.
The obligations imposed by this directive include conducting the specified inspections and tests of the thrust reverser system and installing the additional locking device on the thrust reversers. Compliance with these obligations must be achieved by 15 August 1996, with subsequent inspections not exceeding intervals of 3,000 flight hours. Special provisions apply to Paragraph 111H of Service Bulletin B767-78-0047 Rev 3, requiring inspections and tests at intervals not to exceed 1,500 flight hours or whenever maintenance action is taken that would disturb the DPV grounding circuit. Additionally, compliance with the installation of the locking device must be achieved no later than 31 December 1998.
Failure to comply with the directives outlined in AD/B767/61 Amendment 2 can lead to significant consequences. The directive was issued in response to an accident involving a Boeing 767 in which a thrust reverser deployed in flight, potentially resulting in reduced controllability of the aircraft. Non-compliance with these directives can lead to inadvertent deployment of the thrust reverser during flight, posing a serious safety risk. While specific penalties are not detailed in the directive, non-compliance with Civil Aviation Regulations can result in both civil and criminal penalties, including fines and imprisonment, depending on the severity of the breach and the impact on aviation safety.