COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
British Aerospace BAe 146 Series Aeroplanes
AD/BAe 146/63 Pitot-Static System - True Airspeed Computer No.1
10/96
Applicability: This Directive is applicable to BAe 146 Series 100, 100A, 200, 200A, 300 and 300A aeroplanes equipped with a True Airspeed (TAS) Computer No 1 installed in accordance with BAe Avro modification HCM40159B (SB.34-69-40159B) or HCM40297G and where a Dual Mode `S' Transponder has been installed in accordance with BAe Avro modification HCM30118B (SB.34-90-30118B) or HCM40277A (SB.34-91-40277A).
Note: The requirements of this Directive were incorporated prior to delivery on the following constructors number aeroplanes, if the modifications referenced above were also incorporated:
Series 100 and 100A - E1199 and subsequent.
Series 200 and 200A - E1270, E2178, E2188, E2196 and subsequent.
Series 300 and 300A - E3118, E3163, E3165, E3169, E3181, E3185, E3187, E3189,
E3191 and subsequent.
Requirement: Install new pitot and static lines between the TAS 1 unit and the drain valve in accordance with either British Aerospace (Commercial Aircraft) Limited, Modification Service Bulletin SB.34-131-46041A dated 24 June 1991 or British Aerospace, Regional Aircraft Limited, Avro International Division, Modification Service Bulletin SB.34-131-46041A Revision 2 dated 2 July 1996.
Note: Both Service Bulletins have been classified as mandatory by the CAA(UK).
Compliance: Unless previously accomplished, then prior to 31 December 1996.
This directive becomes effective on 12 September 1996.
Background: The introduction of the Mode `S' transponder resulted in the TAS 1 unit being moved from its position on the avionics rack. This resulted in the pitot and static flexible hoses between the TAS 1 unit and the drain valve forming an unacceptable water trap. This Directive introduces new shorter flexible hoses designed to minimise the likelihood of water being trapped.
Overview
The Civil Aviation Regulations 1998, enacted by the Australian Parliament, are a comprehensive set of rules designed to regulate and ensure the safety of civil aviation within Australia. One specific legislative instrument under these regulations, F2006B03512, pertains to Airworthiness Directives for the British Aerospace BAe 146 Series aeroplanes, particularly addressing issues with the pitot-static system and the True Airspeed Computer No 1. This directive was introduced to address the problem of water trapping in the pitot and static flexible hoses caused by the relocation of the TAS 1 unit due to the installation of the Mode `S' transponder. The policy objective is to ensure the continued airworthiness and safety of the BAe 146 Series aeroplanes by mandating the installation of new pitot and static lines to prevent water traps, thereby maintaining the integrity of the aircraft's airspeed and altitude data.
Scope and Application
The Civil Aviation Safety Authority Schedule of Airworthiness Directives pertains specifically to the BAe 146 Series aeroplanes, namely Series 100, 100A, 200, 200A, 300, and 300A, which are equipped with a True Airspeed (TAS) Computer No 1 installed as per British Aerospace modifications HCM40159B or HCM40297G, and where a Dual Mode 'S' Transponder has been installed following modifications HCM30118B or HCM40277A. This directive applies to certain constructors' numbers of these series aeroplanes, where the referenced modifications were also incorporated. The directive mandates the installation of new pitot and static lines between the TAS 1 unit and the drain valve to prevent the formation of an unacceptable water trap, as required by specific British Aerospace modification service bulletins. Compliance with this directive is mandatory, with the requirement that the specified modifications be completed before 31 December 1996, following the directive's effective date of 12 September 1996. This directive is a specific application under the broader framework of the Civil Aviation Regulations 1998, operating within the national jurisdiction of Australia.
Key Provisions
The Civil Aviation Regulations 1998, under Part 39 - 105, specifically address airworthiness directives for various aircraft types, including the British Aerospace BAe 146 series. The particular directive AD/BAe 146/63 mandates modifications to the pitot-static system, focusing on the installation of new pitot and static lines for the True Airspeed (TAS) Computer No 1 (section 39-105). This requirement applies to certain BAe 146 series aeroplanes that have a True Airspeed Computer No 1 and a Dual Mode 'S' Transponder installed, as detailed in the directive (section 39-105). The modifications are essential to address issues caused by the relocation of the TAS unit due to the installation of the Mode 'S' transponder, which had led to water trapping in the pitot and static flexible hoses.
Entities governed by these regulations, particularly operators and maintenance organisations of the affected BAe 146 series aeroplanes, must ensure compliance with the directive. This involves installing new pitot and static lines according to the specified service bulletins, which have been classified as mandatory by the UK Civil Aviation Authority. The directive specifies that these modifications must be completed by 31 December 1996, with the directive becoming effective on 12 September 1996 (section 39-105). It is crucial for these entities to maintain thorough records of compliance and ensure that the modifications are carried out by qualified personnel.
Failure to comply with the requirements of this airworthiness directive can result in significant consequences. The Civil Aviation Regulations outline potential penalties and enforcement actions for non-compliance with airworthiness directives. While the specific penalties are not detailed in the directive itself, non-compliance can lead to enforcement actions by the Civil Aviation Safety Authority, which may include fines, operational restrictions, or other regulatory measures. Additionally, non-compliance can have broader implications for the safety and airworthiness of the aircraft, potentially resulting in grounding of the aircraft until the required modifications are made.