Overview

The Civil Aviation Regulations 1998 (CAR 1998) were enacted to provide a comprehensive regulatory framework for civil aviation safety in Australia, aiming to address issues and gaps in aviation safety standards and practices. The specific Airworthiness Directive (AD) AD/BEECH 1900/36, issued on 13 November 2001 by the Civil Aviation Safety Authority (CASA) under subregulation 39.1 (1) of CAR 1998, targets the recurring failures of the flap flexible driveshaft in Beechcraft 1900 Series Aeroplanes, which have resulted in flap extension or retraction problems. This AD aims to ensure the safe operation of these aircraft by mandating specific inspections and replacements of the driveshaft assemblies in accordance with Raytheon Mandatory Service Bulletin SB 27-3397. The directive was introduced to mitigate the risk of asymmetric flap conditions during flight, thereby enhancing overall aviation safety.

Scope and Application

The Civil Aviation Regulations 1998, specifically under PART 39 - 105, govern the issuance of Airworthiness Directives (AD) by the Civil Aviation Safety Authority (CASA). These regulations apply to specific aircraft models, in this case, the Beechcraft 1900 Series Aeroplanes, which include the Beech 1900, Beech 1900C, and Beech 1900D, identified by their serial numbers. The AD applies to these aircraft to address safety concerns related to the flap flexible driveshaft assemblies, which have previously exhibited failures resulting in operational issues. The directive mandates inspection and corrective action to prevent unsafe conditions in these aircraft. The directive applies nationally within the Commonwealth of Australia and is effective from 7 November 2001, requiring compliance within 200 flight hours following this date. The AD references a corresponding Federal Aviation Administration (FAA) directive, AD 2001-18-07, indicating a coordinated approach to aircraft safety between Australian and international aviation authorities.

Key Provisions

The Airworthiness Directive (AD) specified in section 13/2001DM pertains to the Beechcraft 1900 Series aeroplanes and mandates specific actions to address a safety issue identified with the flap flexible driveshaft assemblies. The directive applies to particular serial numbers of the Beech 1900, Beech 1900C, and Beech 1900D models, as outlined in section 1(a) of the AD. The requirement, detailed in section 1(b), is that these aircraft must undergo an inspection of their flap flexible driveshaft assemblies to ensure correct diagonal wrap and proper installation, following guidelines provided in Raytheon Mandatory Service Bulletin SB 27-3397. Any driveshaft found to be incorrectly wrapped or improperly installed must be replaced prior to any further flight. This inspection and corrective action must be completed within 200 flight hours after the effective date of the directive, which is 7 November 2001, as stated in section 1(c). Entities governed by this AD, such as aircraft operators and maintenance organisations, have the obligation to conduct the required inspections and make any necessary replacements of the flap flexible driveshaft assemblies in accordance with the instructions provided. This includes adhering to the specifications outlined in Raytheon Mandatory Service Bulletin SB 27-3397 and ensuring that the inspections and corrective actions are performed within the stipulated timeframe. Failure to comply with these requirements could lead to safety risks, as the AD highlights that failures of the flap flexible driveshaft can result in flap extension or retraction problems, potentially leading to an asymmetric flap condition during flight if the flap safety switch fails to operate correctly. Failure to comply with the AD may result in significant civil or criminal consequences. Under section 15 of the Civil Aviation Act 1988, non-compliance with an AD can be considered an offence, leading to potential penalties. The maximum penalty for such an offence, as outlined in section 15(2)(a) of the Act, is a fine of up to 5,000 penalty units or imprisonment for up to five years, or both, for an individual. For a body corporate, the maximum penalty is up to 25,000 penalty units. These severe penalties underscore the importance of adhering to the AD to maintain the safety and airworthiness of the affected aircraft.