AD/BELL 222/10 Amdt 1 - Flapping Bearing

Overview

The Civil Aviation Regulations 1998, as amended by the Civil Aviation (Bell Helicopter Textron Canada (BHTC) 222 Series Helicopters) Amendment (AD/BELL 222/10) Airworthiness Directive 2006, was enacted to address the problem of cracking in flapping bearings of Bell Helicopter Textron Canada (BHTC) 222 Series helicopters. This legislative instrument was developed by the Civil Aviation Safety Authority (CASA) to ensure the ongoing airworthiness and safety of these helicopters. The policy objective of the Airworthiness Directive is to mitigate the risk of in-flight failures due to bearing cracking by mandating specific actions and inspections. The directive applies to all model 222 helicopters equipped with specified flapping bearings and requires compliance with relevant service bulletins, with inspections before further flight and at regular intervals thereafter. The directive also provides guidance on maintenance release certification requirements.

Scope and Application

The Civil Aviation Regulations 1998, under Part 39 - 105, specifically address airworthiness directives for certain aircraft models, including the Bell Helicopter Textron Canada (BHTC) 222 Series Helicopters. This particular legislation, AD/BELL 222/10 Amendment 1, mandates specific actions for all model 222 helicopters equipped with flapping bearings P/N 222-310-114-107 or 222-310-114-109. The directive requires compliance with Bell Alert Service Bulletin 222-92-60 or 222U-92-33, as applicable, and mandates that corrective actions be taken prior to further flight after 10 February 1993. Following this initial compliance, reinspection must occur at intervals not exceeding 10 hours of time in service. For class B aircraft, this directive must be logged on the maintenance release as "maintenance required," and the inspection may be performed by the pilot in command without the need for certification. In all other cases, certification must be documented on the maintenance release. The directive also references Transport Canada AD CF-92-24, indicating a collaborative approach to airworthiness standards across jurisdictions. This legislation applies across the Commonwealth of Australia and extends its regulatory reach to ensure the safety of civil aviation operations involving the specified helicopter models.

Key Provisions

The Civil Aviation Regulations 1998, specifically under Part 39 - 105, address the airworthiness directives concerning Bell Helicopter Textron Canada (BHTC) 222 Series Helicopters, with a particular focus on the flapping bearing issue (AD/BELL 222/10 Amendment 1). This legislative instrument applies to all model 222 helicopters equipped with either flapping bearing part numbers 222-310-114-107 or 222-310-114-109. The directive mandates that these helicopters must be serviced in accordance with Bell Alert Service Bulletins 222-92-60 or 222U-92-33, as applicable. This action must be taken before any further flight following 10 February 1993, and subsequent reinspections should occur at intervals not exceeding 10 hours of time in service. The obligations imposed by this legislation require operators and maintainers of the affected helicopters to ensure that the specified maintenance actions are carried out promptly and appropriately. This involves adhering to the guidelines set forth in the referenced service bulletins, which likely include detailed inspection and repair or replacement procedures to mitigate the risk of flapping bearing failure. For Class B aircraft, the directive must be recorded on the maintenance release as "maintenance required", and while the pilot in command can perform the inspection, certification is not necessary. For all other cases, certification by a qualified individual must be documented on the maintenance release. Failure to comply with the airworthiness directive can lead to serious safety risks and potential regulatory consequences. If an operator fails to adhere to the stipulations outlined in the directive, they may face enforcement actions under the Civil Aviation Act 1988. The potential penalties for non-compliance can include fines and other civil or criminal sanctions, depending on the severity of the breach and the resulting impact on aviation safety. Although specific maximum penalties are not detailed in the excerpt, non-compliance can attract significant regulatory scrutiny and enforcement measures by the Civil Aviation Safety Authority (CASA).