COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Bell Helicopter Textron 212 Series Helicopters
AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/BELL 212/4 Amdt 21 and issues the following AD under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
AD/BELL 212/4
Amdt 22
Airworthiness Limitations 10/2000 TX
Applicability: For Requirement 1: All Model 212 helicopters.
For Requirement 2: Model 212 helicopters with main rotor mast, part number 204- 011-450-001, -007, -105, -113, or -119, or main rotor trunnion part number 204-011-
105-001, or -103, installed.
Requirement: 1. Retire components from service at the times specified in the Mandatory Airworthiness Limitations Schedule, Section 4, of the Bell 212 Maintenance Manual (Revision 5 or later), with the following exceptions and additions:
Part Description | Part Number | Retirement Life |
Skid landing gear aft cross tube | 205-050-400-035 | 500 hours |
Skid landing gear aft cross tube | 205-050-400-053 | 1000 hours |
Drive link to rotating swashplate bolts | 20-057-5-30D | 500 hours |
Float landing gear crosstube assembly | 205-050-114-001 | Not eligible for |
| -003 | service on |
| -005 | Australian |
| -007 | helicopters |
| -009 | |
| -011 | |
| -013 | |
| 205-706-050-005 | |
| -007 | |
| -009 | |
| -013 | |
2. For the main rotor mast and trunnion, determine the accumulated Retirement Index Number (RIN), inspect and action in accordance with the technical requirements of FAA Emergency Airworthiness Directive 2000-15-52.
Note: A copy of FAA AD 2000-15-52 may be obtained from the FAA Internet site http://av-info.faa.gov/ad or from the Authority.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Compliance: For Requirement 1: At the times specified in the Requirement document.
For Requirement 2: Before further flight after 9 August 2000 for paragraph (a) of the Requirement document, unless already accomplished. As specified in the Requirement document for compliance times of other required actions.
This Amendment becomes effective on 9 August 2000.
Background: This Airworthiness Directive mandates life limits and inspections for critical components, to prevent their failure in service from metal fatigue.
Amendment 22 is issued in response to a new FAA AD which was prompted by a report of another cracked main rotor mast. Metallurgical inspection revealed that the mast cracked as a result of fatigue in snap ring groove radii that were smaller than the
0.020 inch minimum allowable dimension. The FAA has concluded that several corrections to the RIN counting procedure are required based on a review of the fatigue data and previously issued Directives.
Amendment 21 added Requirement 2, developed by Bell and the FAA to better control fatigue in the main rotor mast and trunnion following a fatigue-related accident. Requirement 1 was reformatted slightly, without technical change and became effective on 28 April 2000.
Amendment 20, which updated the amendment status of the Bell 212 Maintenance Manual, became effective on 25 February 1999.
Amendment 19, which introduced the Retirement Index Number limitation for the main rotor mast and trunnion, became effective on 11 September 1997.
Amendment 18 of this Airworthiness Directive became effective on 5 September 1991.
The original issue of this Airworthiness Directive became effective on 31 December 1975.
David Alan Villiers
Delegate of the Civil Aviation Safety Authority
8 August 2000
The above AD is notified in the Commonwealth of Australia Gazette on 9 August 2000.
Overview
The Civil Aviation Regulations 1998 were enacted to establish safety standards for civil aviation in Australia. They are administered by the Civil Aviation Safety Authority (CASA), which is responsible for ensuring that the aircraft within its jurisdiction meet the necessary safety standards. One of the critical aspects of these regulations is the issuance of Airworthiness Directives (ADs), which are mandatory safety rules that aircraft operators must follow. The AD/BELL 212/4 Amdt 22, issued by CASA, is an example of such a directive, specifically addressing safety concerns related to Bell Helicopter Textron 212 Series Helicopters. This particular AD was introduced to mandate life limits and inspections for critical components of these helicopters, particularly targeting the prevention of metal fatigue failures. The policy objective is to ensure the continued airworthiness and safety of these helicopters by implementing stringent measures to monitor and mitigate fatigue-related risks in key structural components.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, pertain to airworthiness directives issued by the Civil Aviation Safety Authority (CASA) for ensuring the safety of civil aviation operations within Australia. This particular Airworthiness Directive (AD) AD/BELL 212/4 Amdt 22 applies to all Bell Helicopter Textron 212 Series helicopters, targeting specific components such as the skid landing gear aft cross tube, drive link to rotating swashplate bolts, and float landing gear crosstube assembly. For helicopters equipped with certain main rotor mast and trunnion parts, the directive mandates inspections and retirements based on accumulated flight hours and calculated Retirement Index Numbers (RIN). The directive applies to all Model 212 helicopters and requires compliance with the specified actions within the stipulated timeframes, with certain exceptions noted for particular components not eligible for service on Australian helicopters. The directive is enforceable across the Commonwealth of Australia and is aligned with international safety standards, particularly those set by the Federal Aviation Administration (FAA) of the United States. The issuance of this AD is a response to identified safety concerns, specifically fatigue-related failures in critical components, and is aimed at mitigating risks associated with the continued operation of these helicopters.
Key Provisions
The Civil Aviation Regulations 1998, Part 39, Section 105, establishes the Airworthiness Directive (AD) concerning Bell Helicopter Textron 212 Series helicopters. This AD, AD/BELL 212/4 Amdt 22, revokes the previous version, AD/BELL 212/4 Amdt 21, and introduces new requirements for the maintenance and inspection of certain components of these helicopters to ensure their airworthiness (subregulation 39.1(1) of CAR 1998). For Requirement 1, all Model 212 helicopters must retire specified components at the times detailed in the Bell 212 Maintenance Manual, Revision 5 or later. For Requirement 2, Model 212 helicopters with specific main rotor mast or trunnion parts must determine their accumulated Retirement Index Number (RIN) and inspect and act upon them in line with FAA Emergency Airworthiness Directive 2000-15-52.
The AD imposes specific obligations on the operators of the Bell 212 helicopters. Operators must adhere to the retirement schedules outlined in the Bell 212 Maintenance Manual for the components listed, ensuring that the specified parts are retired from service at the correct times. Additionally, operators must inspect and manage the RIN of the main rotor mast and trunnion parts according to the technical requirements of FAA AD 2000-15-52. This includes conducting inspections and taking appropriate action to ensure these components remain within the safety limits and do not pose a risk of failure due to metal fatigue.
Failure to comply with the AD may result in severe consequences. The AD is legally binding, and non-compliance can lead to penalties under the Civil Aviation Act 1988 and the Civil Aviation Regulations 1998. The specific penalties for non-compliance are not detailed in the AD itself but generally include fines and potential grounding of the aircraft. The exact penalties would depend on the specific circumstances of the breach and could include significant fines and other regulatory actions that might be pursued by the Civil Aviation Safety Authority (CASA). It is critical for operators to adhere to these requirements to ensure the safety and airworthiness of their aircraft.