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 146/7
Amdt 1
Rear Fuselage Lap Joints - Redux Bonding 11/88
Applicability: As listed in the Requirement Document.
Requirement: Action in accordance with British Aerospace SB 53-70 Revision 1. Compliance: In accordance with the Requirement Document.
Background: Unsatisfactory Redux bonding may render lengths of lap joint reinforcing ineffective and lead to cracking of the rear fuselage skin at lap joint rivet holes. Amendment 1 requires action in accordance with Revision 1 of British Aerospace SB 53-70.
Overview
The Civil Aviation Regulations 1998, under Part 39 - 105, encompass the Civil Aviation Safety Authority’s Schedule of Airworthiness Directives, including AD/BAe 146/7 Amendment 1, which addresses the issue of rear fuselage lap joint bonding in British Aerospace BAe 146 Series aeroplanes. This legislative instrument was introduced to address the potential safety risks associated with unsatisfactory Redux bonding, which could compromise the integrity of the lap joint reinforcing and lead to structural failures such as cracking of the rear fuselage skin at lap joint rivet holes. The policy objective of this amendment is to ensure compliance with the specified British Aerospace Service Bulletin SB 53-70 Revision 1, thus maintaining the airworthiness of the affected aircraft and ensuring passenger and crew safety. The Civil Aviation Regulations 1998 were enacted by the Australian Parliament to regulate civil aviation and related matters, and this particular amendment was made to implement safety measures mandated by the Civil Aviation Safety Authority.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, applies to all British Aerospace BAe 146 Series aeroplanes, mandating adherence to Airworthiness Directives such as AD/BAe 146/7 Amendment 1. This regulation is aimed at ensuring the safety of the aircraft by addressing potential issues with the rear fuselage lap joints, particularly the Redux bonding, which if unsatisfactory, could lead to structural weaknesses and cracking. Compliance with this directive requires actions to be taken in accordance with British Aerospace Service Bulletin 53-70, Revision 1. The regulation is enforced under the purview of the Civil Aviation Safety Authority and has a Commonwealth reach, applying across Australia. There are no stated exclusions, exemptions, or thresholds in this directive, and the scope is confined to the specific aircraft series and issue identified. The application of this regulation may be extended or restricted through subordinate instruments as necessary.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39, Section 105, includes the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives. Section AD/BAe 146/7 Amendment 1 pertains to the British Aerospace BAe 146 Series Aeroplanes, focusing on the rear fuselage lap joints and their bonding (AD/BAe 146/7 Amdt 1). The applicability of this directive is detailed in the Requirement Document, which specifies the particular aircraft that must comply with these regulations. The primary requirement is that corrective action must be taken according to British Aerospace Service Bulletin (SB) 53-70 Revision 1, ensuring the bonding of the lap joints meets the necessary standards to prevent structural issues such as cracking of the rear fuselage skin at lap joint rivet holes.
This Act imposes significant obligations on aircraft operators and maintenance personnel. They must ensure that the specified British Aerospace BAe 146 Series Aeroplanes are inspected and maintained according to the detailed instructions in British Aerospace SB 53-70 Revision 1. This includes conducting a thorough assessment of the rear fuselage lap joints to verify the integrity of the Redux bonding. Any deficiencies identified must be rectified promptly to maintain the airworthiness of the aircraft. Failure to comply with these directives can lead to severe consequences, as the safety and structural integrity of the aircraft could be compromised.
Breaches of these regulations can result in serious consequences. Under the Civil Aviation Act 1988, non-compliance with an airworthiness directive can lead to enforcement actions by CASA. Civil penalties can be imposed for each occurrence of non-compliance, with the maximum penalty being significant, as outlined in the regulations. In more severe cases, where non-compliance results in safety hazards or accidents, criminal charges can be brought against the responsible parties, potentially leading to imprisonment. The precise penalties are detailed within the Act and can vary depending on the nature and extent of the breach.