AD/B767/99 Amdt 1 - Seat Track Alignment

Overview

The Civil Aviation Regulations 1998, amended by Legislative Instrument F2006B03452, were enacted to enhance the safety standards for civil aviation within Australia. This particular legislative instrument addresses a critical safety concern identified in Boeing 767 series aeroplanes, specifically those equipped with non-powered IPECO pilot’s seats and having line position numbers from 1 through 642. The issue at hand pertains to the potential misalignment of seat tracks, which could result in the pilot’s seat moving unexpectedly during critical phases of flight such as take-off, potentially compromising aircraft control. The policy objective of this amendment is to ensure that the seat lock pin fully engages in all lock positions of the seat track to prevent such misalignments, thereby enhancing flight safety. This amendment aligns with the Federal Aviation Administration’s directive to mitigate risks associated with seat track misalignments.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, which pertains to the Civil Aviation Safety Authority's Schedule of Airworthiness Directives, addresses the safety requirements for Boeing 767 series aeroplanes. This legislation applies to all Model 767 series aircraft that are equipped with non-powered IPECO pilot’s seats and have line position numbers ranging from 1 to 642. The directive mandates a one-time operational test of the pilot’s seats and their locks to ensure that the seat track’s lock pin fully engages in all lock positions, in compliance with Boeing Service Bulletin 767-25-0244 or its Revision 1 dated 15 January 1998. If the lock pin does not fully engage, the seat tracks must be realigned as per the specified bulletin. The directive is in response to reports of seat misalignment during take-off, which could lead to uncommanded movement of the pilots' seats and compromised aircraft controllability. Compliance with this directive is mandatory and must be achieved before 21 August 1998, following the amendment's effective date of 21 May 1998.

Key Provisions

The Civil Aviation Regulations 1998, particularly Part 39 - 105, under the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, include specific requirements for the Boeing 767 Series aeroplanes, as outlined in AD/B767/99 Amendment 1 (section 105). This amendment applies to Boeing 767 series aircraft equipped with non-powered IPECO pilot’s seats and having line position numbers 1 through 642. The main requirement of this directive is to perform a one-time operational test on the pilot’s seats and their locks to ensure that the lock pin of the seat track fully engages in all lock positions of the seat track, in accordance with Boeing Service Bulletin 767-25-0244 or its Revision 1 dated 15 January 1998. If the lock pin engages fully in all positions, no further action is necessary. However, if the lock pin does not engage fully in all positions, the seat tracks must be re-aligned according to the specified Boeing Service Bulletin. These regulations impose specific obligations on the operators and maintenance personnel of the affected Boeing 767 series aircraft. Operators must ensure that the required operational test is conducted before 21 August 1998, as stipulated in the compliance section of the directive. This test must be carried out in accordance with the procedures outlined in Boeing Service Bulletin 767-25-0244 or its revision. The directive also references FAA AD 98-03-10 Amendment 39-10302, indicating a need for alignment with the Federal Aviation Administration’s requirements. Compliance with these directives is essential to maintain the airworthiness of the aircraft and ensure the safety of the crew and passengers. Failure to comply with the requirements of this Airworthiness Directive may result in serious safety implications. The directive notes that misalignment of the seat tracks can lead to uncommanded movement of the pilots’ seats, which could reduce the controllability of the aircraft during critical phases of flight such as take-off and acceleration. The potential consequences of non-compliance could include severe safety risks, including loss of control of the aircraft. While the Civil Aviation Regulations do not explicitly state penalties for non-compliance, regulatory enforcement actions by CASA could include fines, enforcement notices, or other administrative actions under the Civil Aviation Act 1988. Operators must therefore ensure strict adherence to the directive to avoid any such repercussions.