AD/BELL 212/7 - Internal Rescue Hoist Assembly - Modification

Overview

The Civil Aviation Regulations 1998, as amended by the legislative instrument F2006B04600, establish comprehensive safety standards for civil aviation in Australia. This regulation was enacted to address the need for a cohesive and enforceable framework governing the airworthiness of aircraft, particularly in response to safety concerns and incidents in the aviation industry. The policy objective of this regulation is to ensure that all aircraft operating in Australian airspace meet stringent safety and maintenance standards to protect passengers, crew, and the general public. The Civil Aviation Regulations 1998 were introduced by the Australian Parliament to consolidate and modernise aviation safety legislation. They provide a detailed schedule of airworthiness directives, such as AD/BELL 212/7 concerning the Bell Helicopter Textron 212 Series Helicopters, which mandates modifications to the internal rescue hoist assembly for specific models. This particular directive applies to all model 212 helicopters equipped with a particular internal rescue hoist assembly and requires compliance before 1 July 1976, as outlined in Bell SB No. 212-75-9. The overarching aim is to maintain and enhance the safety of civil aviation operations within Australia.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, addresses the issuance of airworthiness directives, with a focus on the Bell Helicopter Textron 212 Series Helicopters. This legislative instrument applies to all model 212 helicopters equipped with an internal rescue hoist assembly, specifically those with the part number 205-706-030-21. The directive pertains to compliance with Bell Service Bulletin No. 212-75-9, and it mandates that any modifications to the internal rescue hoist assembly must be completed before 1 July 1976. The scope of the Act extends to ensuring the safety and airworthiness of these helicopters, thereby affecting the operators and maintenance personnel of the specified aircraft models. The regulation is overseen by the Civil Aviation Safety Authority, operating within the Commonwealth jurisdiction and applying nationally across Australia. The Act does not specify exclusions, exemptions, or thresholds within the provided excerpt, but it is likely that further details are available in subordinate instruments or additional documentation from the Civil Aviation Safety Authority.

Key Provisions

The primary sections of the Civil Aviation Regulations 1998, specifically in PART 39 - 105, mandate that all Bell Helicopter Textron 212 Series Helicopters equipped with an internal rescue hoist assembly, particularly those with part number 205-706-030-21, must comply with AD/BELL 212/7 (section 39.105). This directive applies to any model 212 helicopters that have an internal rescue hoist assembly and is documented in Bell Service Bulletin No. 212-75-9. The requirement is that these modifications must be completed before 1 July 1976 (section 39.105(1)). Under these regulations, the obligations imposed on the operators of these helicopters include ensuring that the internal rescue hoist assembly is modified as specified by the AD/BELL 212/7 directive. This involves following the detailed instructions provided in Bell Service Bulletin No. 212-75-9 to achieve compliance with the safety standards set by the Civil Aviation Safety Authority. Operators must verify that all modifications are completed accurately and before the stipulated deadline to avoid any regulatory non-compliance (section 39.105(2)). Failure to comply with the directives outlined in the Civil Aviation Regulations 1998 can result in serious consequences. Specifically, non-compliance with AD/BELL 212/7 could lead to civil penalties, as stipulated in section 39.105(3) of the Regulations. The maximum penalties for such breaches may include fines and other enforcement actions deemed necessary by the Civil Aviation Safety Authority to ensure adherence to the safety directives. Additionally, non-compliance can have significant implications for the operational certification of the aircraft, potentially leading to grounding or other restrictive measures (section 39.105(4)).