AD/BAe 146/70 - Skin Inspection at Frame 29 between Stringers 12 and 13

Overview

The Civil Aviation Regulations 1998, enacted by the Parliament of the Commonwealth of Australia, provide a comprehensive framework for ensuring the safety and efficiency of civil aviation operations within Australia. One specific legislative instrument under this act, identified as F2006B03518, is an airworthiness directive aimed at addressing issues of structural integrity in British Aerospace BAe 146 Series aeroplanes. This directive was introduced to address the identified problem of fatigue cracking in the skin area of the aircraft, particularly around frame 29 between stringers 12 and 13. The directive mandates inspections in accordance with British Aerospace Mandatory Service Bulletin 53-144, which was classified as mandatory by the UK Civil Aviation Authority. The policy objective behind this directive is to ensure the continued airworthiness and safety of the affected aircraft by implementing timely and necessary inspections to prevent further structural degradation. The airworthiness directive became effective on 16 July 1998, targeting all BAe 146 Series 100 and 200 aircraft, and specific Series 300 aircraft with constructors’ numbers listed in the effectivity of Service Bulletin 53-144. This proactive measure was prompted by the discovery of fatigue cracking in the aforementioned area during routine inspections on two aircraft. The directive ensures compliance with the specified inspection protocols to maintain the structural integrity and safety standards of the aircraft in question.

Scope and Application

The Civil Aviation Regulations 1998, as amended, encompass a comprehensive framework governing the safety and operational standards of civil aviation within Australia, with the relevant airworthiness directive outlined in Part 39, specifically under section 105 of the schedule pertaining to airworthiness directives for British Aerospace BAe 146 Series Aeroplanes. This particular directive mandates a skin inspection at Frame 29 between Stringers 12 and 13 for all BAe 146 Series 100 and 200 aircraft, as well as Series 300 aircraft with constructors' numbers listed in the effectivity of Service Bulletin 53-144. The directive is effective from 16 July 1998, and compliance is to be achieved by following the inspection requirements detailed in British Aerospace Mandatory Service Bulletin 53-144, which has been classified as mandatory by the United Kingdom's Civil Aviation Authority. The directive applies nationally across Australia, ensuring that all relevant aircraft operators adhere to the specified inspection protocol to maintain airworthiness standards and mitigate the risk of fatigue cracking in the identified area of the aircraft structure.

Key Provisions

The key sections of the Civil Aviation Regulations 1998, specifically Part 39 - 105, mandate the inspection of certain British Aerospace BAe 146 Series aeroplanes to ensure their airworthiness. The directive (AD/BAe 146/70) requires that all BAe 146 Series 100 and 200 aircraft, as well as Series 300 aircraft with constructors numbers listed in effectivity of SB 53-144, undergo a skin inspection at frame 29 between stringers 12 and 13. This inspection must be conducted in accordance with the British Aerospace Mandatory Service Bulletin 53-144, which has been classified as mandatory by the UK Civil Aviation Authority (CAA). The airworthiness directive came into effect on 16 July 1998, highlighting the urgency and importance of compliance with the specified inspection requirements. The obligations imposed by this directive on the parties involved are clear and direct. Operators of BAe 146 Series aeroplanes must ensure that the specified inspection is performed by qualified personnel following the detailed guidelines provided in the British Aerospace Mandatory Service Bulletin 53-144. This entails conducting a thorough examination of the aircraft skin at the designated location to detect any signs of fatigue cracking. Compliance with this directive is not just a procedural formality but a critical safety measure, as evidenced by the discovery of fatigue cracking during routine inspections on two aircraft. Failure to comply with the directive could result in compromised airworthiness, posing significant safety risks. Breaching the requirements of this airworthiness directive can have serious consequences. While specific penalties are not outlined in the provided text, non-compliance with airworthiness directives under the Civil Aviation Regulations 1998 can result in severe civil and criminal penalties. Civil penalties may include substantial fines, and criminal penalties could involve imprisonment, reflecting the high stakes associated with ensuring the safety and airworthiness of aircraft. The potential for such severe consequences underscores the importance of adhering to the directive and conducting the required inspections diligently and in accordance with the specified procedures.