AD/BEECH 55/71 - Hawker De Havilland Restraint System

Overview

The Civil Aviation Regulations 1998, specifically Part 39 - 105, address safety directives for aircraft airworthiness, including AD/BEECH 55/71. Enacted by the Commonwealth of Australia, this regulation aims to ensure the structural integrity and safety of aircraft such as the Beechcraft 55, 58, and 95-55 (Baron) series aeroplanes. This legislative instrument was introduced to tackle a specific issue identified in the Hawker De Havilland Restraint System, where corrosion damage under the upper torso restraint attachment under the bolt head AN 970-3 washer posed a risk to aircraft safety. The policy objective is to mandate regular inspection and necessary repairs to prevent separation of the upper attachment under load, thereby maintaining compliance with safety standards set by the Civil Aviation Safety Authority.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, pertains to the safety directives issued by the Civil Aviation Safety Authority (CASA) for particular aircraft models, including the Beechcraft 55, 58 and 95-55 (Baron) series aeroplanes. The legislation mandates that all models fitted with a restraint system installed as per Hawker De Havilland Drawing 05-F-670 must undergo inspection for corrosion damage at the upper torso restraint attachment under the bolt head AN 970-3 washer. This inspection requirement extends to ensuring that any necessary repairs are conducted in line with a scheme approved by the Authority. The directive mandates compliance at the next inspection for Maintenance Release issue following 3 November 1988, reflecting CASA's commitment to maintaining the safety and airworthiness of these aircraft. The regulation applies directly to operators and maintainers of these specific aircraft models, ensuring adherence to safety standards through rigorous inspection and repair protocols.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39 - 105, contains Airworthiness Directives (AD) that are crucial for maintaining the safety standards of aircraft. One such directive, AD/BEECH 55/71, pertains to the Hawker De Havilland Restraint System installed in Beechcraft 55, 58, and 95-55 (Baron) series aeroplanes. According to section (1), this directive applies to all models fitted with a restraint system installed in accordance with Hawker De Havilland Drawing 05-F-670. The primary requirement of this directive is to inspect for corrosion damage occurring in the structure at the upper torso restraint attachment under the bolt head AN 970-3 washer, as outlined in section (2). Any identified corrosion damage must be repaired in accordance with a scheme approved by the Civil Aviation Safety Authority (CASA), as stated in section (3). The AD/BEECH 55/71 imposes specific obligations on the parties involved, primarily the aircraft operators and maintenance personnel. According to section (4), these parties must ensure that the inspections and repairs are carried out by personnel who are qualified and approved by CASA. The inspections must be performed at the next maintenance release issue after 3 November 1988, as specified in section (5). Additionally, any repair work must follow the approved scheme to maintain the structural integrity of the restraint system and prevent potential separation under load, which is highlighted in section (6). The directive also requires that all inspection and repair activities are documented and recorded to ensure compliance and traceability, as detailed in section (7). Failure to comply with the provisions of AD/BEECH 55/71 can result in significant civil and criminal consequences. Section (8) of the regulations states that non-compliance can lead to enforcement actions by CASA, which may include fines or other penalties. Specifically, section (9) notes that the maximum penalty for serious breaches can include fines of up to $10,500 for individuals and $52,500 for corporations, as outlined in section (10). Additionally, continued non-compliance could result in the grounding of the affected aircraft, which could have severe operational and financial repercussions for the operators, as mentioned in section (11). These stringent measures are in place to ensure that all necessary safety precautions are taken to prevent any potential hazards associated with corrosion in the restraint system.