COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Bell Helicopter Textron 205 Series Helicopters
AD/BELL 205/46 Anti-Torque Control System - Modification
to Pushrod Status
12/79
Applicability: All model 205A-1. Document: 1 Bell SB No. 205-78-5; or
2. FAA AD 76-12-07, revised September 21, 1979. Compliance: Before 31 December 1979.
Background: Numerous cases have occurred of cracking to tail rotor control chain links. the manufacturer has introduced an alternative control system which utilises pushrods.
Overview
The Civil Aviation Regulations 1998, under Part 39 - 105, outlines specific airworthiness directives for various aircraft, including the Bell Helicopter Textron 205 Series Helicopters. This legislation was enacted to ensure that aircraft meet safety standards and to address specific safety concerns that may arise over time. The Civil Aviation Safety Authority, operating under the authority of the Australian Parliament, established these directives to maintain and enhance aviation safety. The specific directive AD/BELL 205/46 addresses an issue where cracking was found in tail rotor control chain links, which could lead to safety risks during flight operations. The directive mandates a modification to the anti-torque control system by implementing a pushrod system as a solution, aiming to prevent further incidents and ensure the continued airworthiness of the affected helicopters.
This legislative instrument was introduced to respond to safety concerns identified through operational experience and manufacturer recommendations, ensuring that all aircraft within the specified category comply with the directive before the compliance deadline of 31 December 1979. The directive references specific documents, such as Bell SB No. 205-78-5 and FAA AD 76-12-07, to guide operators in implementing the required modifications. The overarching policy objective is to maintain high safety standards within the civil aviation sector by proactively addressing and mitigating potential risks associated with aircraft components.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105 under the Civil Aviation Safety Authority Schedule of Airworthiness Directives, applies to all Bell Helicopter Textron 205 Series Helicopters, particularly model 205A-1. This regulation mandates compliance with either Bell Service Bulletin No. 205-78-5 or the Federal Aviation Administration Advisory Directive 76-12-07, revised September 21, 1979, to address issues related to the anti-torque control system. The directive requires that modifications to the pushrod status be completed before 31 December 1979 to prevent cracking of the tail rotor control chain links, ensuring safety and operational integrity of the aircraft. The regulation applies nationally across Australia and is enforced by the Civil Aviation Safety Authority, with no specific exclusions or exemptions mentioned in this particular directive.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39 - 105, outlines the requirements for the airworthiness directives concerning the Bell Helicopter Textron 205 Series Helicopters. Section AD/BELL 205/46 mandates a modification to the anti-torque control system, specifically changing it to a pushrod status (AD/BELL 205/46). This directive applies to all model 205A-1 helicopters and requires compliance with either Bell Service Bulletin No. 205-78-5 or the Federal Aviation Administration's AD 76-12-07, revised on September 21, 1979, by the specified compliance date of December 31, 1979.
The obligations imposed by this directive are primarily technical in nature, requiring operators of model 205A-1 helicopters to implement the specified modifications to their anti-torque control systems. This involves replacing the existing control chain links with the pushrod system as detailed in the referenced documents. It is imperative that these modifications are carried out by certified personnel to ensure the airworthiness and safety of the aircraft. Additionally, operators must maintain documentation that attests to the compliance with these directives, which may be subject to inspection by the Civil Aviation Safety Authority.
Failure to comply with the requirements stipulated in the airworthiness directive can lead to serious consequences. Non-compliance could result in the aircraft being deemed non-airworthy, which would prevent it from operating until the necessary modifications are completed. In terms of penalties, while the specific civil or criminal penalties are not detailed in this particular directive, general regulations under the Civil Aviation Act 1988 provide for substantial fines and potential imprisonment for serious violations of airworthiness standards. Operators are expected to adhere strictly to these directives to avoid any regulatory sanctions and ensure the safety of their operations.