COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Bell Helicopter Textron 212 Series Helicopters
AD/BELL 212/56 Tailboom Doubler 6/95
Applicability: Bell 212 helicopters S/N 30502, 30504 to 30999, 31101 to 31311, 32101 to 32142,
35001 to 35056 and 35062.
Requirement: 1. Conduct a detailed visual internal inspection for cracks in the tailboom skin and upper longerons under the P/N 212-030-099-089/-129 doubler from tailboom station (TS) 185 to TS 219. Inspect in accordance with Bell Alert Service Bulletin (ASB) 212-93-85, Revision A, Part I.
2. Remove tailboom doubler P/N 212-030-099-089/-129 and reinstall in accordance with Bell ASB 212-93-85, Revision A, Part II.
Compliance: 1. Inspect before 2500 hours time in service or before 25 hours time in service after 22 June 1995, whichever occurs later.
Re-inspect at intervals not to exceed 100 hours time in service until modified in accordance with Requirement 2.
2. Remove and reinstall doubler in accordance with Requirement 2 before 25 May 1996.
Background: Bell 212 operators have reported cracks in the upper longerons and skin around the longerons and under the doubler in the fin splice area. The problem was due to lack of adhesive, or the incorrect adhesive, in the doubler-skin bonded joint.
Overview
The Civil Aviation Regulations 1998, as amended, address various safety concerns related to aircraft operations in Australia. Specifically, Part 39 - 105 under the Civil Aviation Safety Authority schedule of airworthiness directives concerns the Bell Helicopter Textron 212 Series Helicopters. This directive, identified as AD/BELL 212/56, was enacted to address a problem involving the tailboom doubler of certain Bell 212 helicopters. Operators had reported cracks in the upper longerons and skin around the longerons and under the doubler in the fin splice area, which was due to inadequate or incorrect adhesive bonding. The policy objective of this directive is to ensure the airworthiness of affected Bell 212 helicopters by requiring specific inspections and modifications to the tailboom doubler.
The Australian Parliament, through the Civil Aviation Authority, introduced this directive to ensure the safety of these helicopters by mandating a detailed visual internal inspection for cracks and the subsequent removal and reinstallation of the tailboom doubler. Compliance with these requirements is essential to prevent structural failures and maintain the safety standards required for civil aviation operations within Australia.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, mandate particular airworthiness directives that apply to specific models of aircraft operating within Australian airspace. The regulation in question, AD/BELL 212/56, pertains to Bell Helicopter Textron 212 series helicopters, namely those with specific serial numbers. This directive is a response to reports of structural cracks in the tailboom area of these helicopters, which are attributed to bonding issues in the tailboom skin and upper longerons under the doubler. The requirement outlined is for operators to conduct a detailed visual internal inspection of the specified areas and to remove and reinstall the doubler to rectify the identified issues. Compliance with these directives must be achieved within specified timeframes, either before a certain number of hours in service or before a particular date. This regulation applies nationally and is enforced by the Civil Aviation Safety Authority, with no stated exclusions or exemptions in the provided text.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39, section 105, include the Airworthiness Directive (AD) concerning the Bell Helicopter Textron 212 Series Helicopters. This directive, AD/BELL 212/56, mandates a tailboom doubler for certain Bell 212 helicopters (sections 1-2). The directive applies to Bell 212 helicopters with specific serial numbers (SN) and requires two main actions to ensure airworthiness.
The primary requirement of this directive is that operators must conduct a detailed visual internal inspection of the tailboom skin and upper longerons under the doubler from tailboom station (TS) 185 to TS 219 (section 1). This inspection must be performed in accordance with Bell Alert Service Bulletin (ASB) 212-93-85, Revision A, Part I. Following this, the tailboom doubler with part number (P/N) 212-030-099-089/-129 must be removed and reinstalled in accordance with Bell ASB 212-93-85, Revision A, Part II (section 2). These measures are in response to reported issues of cracks in the upper longerons and skin around the longerons and under the doubler in the fin splice area, which were caused by inadequate or incorrect adhesive in the doubler-skin bonded joint.
Operators of the affected Bell 212 helicopters must ensure compliance with these directives. Specifically, the initial inspection must occur before the helicopter reaches 2500 hours of time in service or before 25 hours of time in service after 22 June 1995, whichever comes later (section 3.1). Additionally, re-inspections must be conducted at intervals not exceeding 100 hours of time in service until the doubler is modified according to the directive. The removal and reinstallation of the doubler must be completed before 25 May 1996 (section 3.2).
Failure to comply with these requirements can result in significant legal and safety consequences. Civil Aviation Regulations in Australia impose strict penalties for non-compliance with airworthiness directives. While the specific penalties are not detailed in this directive, breaches of the Civil Aviation Act 1988 can result in substantial fines and other legal actions. Operators found in violation of these directives could face enforcement actions from the Civil Aviation Safety Authority, which could include fines, suspension of airworthiness certificates, or other regulatory sanctions. These measures are intended to ensure the safety and airworthiness of the aircraft and to protect the public from potential hazards.