COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Bell Helicopter Textron Canada (BHTC) 206 and Agusta Bell 206 Series Helicopters
AD/BELL 206/135 Main Rotor Trunnion and Mast 10/95
Applicability: All Bell 206L, 206L-1, 206L-3 and 206L-4 helicopters fitted with main rotor trunnion P/N 206-011-120-103 and mast P/N 206-040-535-001/-005/-101 /-105.
Note: Main rotor trunnion P/N 206-011-120-001 is no longer permitted to remain in service.
Requirement: Retire the main rotor trunnion before it has attained a Retirement Index Number (RIN) of 24 000 as adjusted in Bell ASB 206L-94-99, Revision A, Table 3.
Retire the mast before it has attained a RIN of 44 000 as adjusted in Table 4, or before the time in service as adjusted in Table 2 of Bell ASB 206L-94-99, Revision A, whichever occurs first.
Compliance: Before 100 hours time in service after 14 September 1995 but no later than 17 December 1995.
Background: Bell Helicopter’s fatigue testing and analysis have shown that the life of certain critical components can be estimated in a more accurate manner when the calculations are based on changes in power. The fatigue life is no longer to be based on component hours but on the number of power change events. A history card for each component will have to be created to document the Retirement Index Number.
Overview
The Civil Aviation Regulations 1998, as amended, include a series of airworthiness directives aimed at ensuring the safety and reliability of aircraft operating within Australian airspace. One such directive, AD/BELL 206/135, was introduced to address concerns regarding the main rotor trunnion and mast of Bell Helicopter Textron Canada (BHTC) 206 and Agusta Bell 206 Series Helicopters. This directive was enacted to ensure the continued airworthiness of these specific helicopter models by mandating the retirement of certain components based on revised fatigue analysis criteria. The Civil Aviation Safety Authority, under the authority granted by the Australian Parliament, established this directive to enhance safety by preventing the operation of components that have exceeded their revised fatigue life limits. The policy objective is to minimise the risk of in-flight failures by enforcing stricter monitoring and maintenance protocols for these critical helicopter components.
Scope and Application
The Civil Aviation Regulations 1998, as amended, specifically in Part 39 - 105, governs the safety directives applicable to certain aircraft, including the Bell Helicopter Textron Canada (BHTC) 206 and Agusta Bell 206 Series helicopters, under the authority of the Civil Aviation Safety Authority (CASA). The regulation targets all Bell 206L, 206L-1, 206L-3, and 206L-4 helicopters equipped with designated main rotor trunnions and masts, mandating the retirement of these components based on a Retirement Index Number (RIN) to ensure continued airworthiness and safety. The directive applies to any entity or individual operating these specified helicopter models within the Commonwealth of Australia, with the aim of preventing potential catastrophic failures that could arise from the fatigue and wear of critical components. This regulation is not restricted to any particular industry or conduct but focuses on the structural integrity and safe operation of these aircraft. The compliance date for adhering to these directives is set before 100 hours of time in service after 14 September 1995 but no later than 17 December 1995, underscoring the urgency and importance of the safety measures outlined.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39, Section 105, mandates stringent requirements for the maintenance and operation of Bell Helicopter Textron Canada (BHTC) 206 and Agusta Bell 206 Series helicopters. The regulations are detailed in Airworthiness Directive AD/BELL 206/135 concerning the main rotor trunnion and mast of certain models of these helicopters. The directive applies to Bell 206L, 206L-1, 206L-3 and 206L-4 helicopters that are fitted with a main rotor trunnion part number 206-011-120-103 and a mast part number 206-040-535-001/-005/-101/-105 (Section 10/95). Notably, the main rotor trunnion part number 206-011-120-001 is no longer permitted to remain in service.
Under this directive, operators are required to retire the main rotor trunnion before it reaches a Retirement Index Number (RIN) of 24,000, as adjusted in Bell ASB 206L-94-99, Revision A, Table 3 (Section 10/95). Similarly, the mast must be retired before it attains a RIN of 44,000, as adjusted in Table 4, or before the time in service as adjusted in Table 2 of Bell ASB 206L-94-99, Revision A, whichever comes first (Section 10/95). This requirement necessitates the creation of a history card for each component to document the Retirement Index Number. Operators must ensure compliance with these requirements within 100 hours of time in service after 14 September 1995 but no later than 17 December 1995 (Section 10/95).
The obligations imposed by these regulations are clear and demand strict adherence from helicopter operators. Operators must diligently monitor the RIN of their main rotor trunnions and masts, ensuring that these components are retired in a timely manner as per the specified criteria. This involves keeping detailed records and history cards for each component to track their service life accurately. Additionally, operators must ensure that the main rotor trunnion part number 206-011-120-001 is removed from service promptly.
Failure to comply with the requirements of AD/BELL 206/135 may result in significant consequences. Non-compliance could potentially lead to the grounding of the aircraft, as the main rotor trunnion and mast are critical components for the safety and airworthiness of the helicopter. While specific penalties are not detailed in the legislative instrument, non-compliance with airworthiness directives can lead to enforcement actions by the Civil Aviation Safety Authority (CASA), which could include fines, operational restrictions, or even the suspension of the operator’s license. It is imperative, therefore, that operators take these regulations seriously to avoid any adverse outcomes.