COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Bell Helicopter Textron 47 (All Variants) Series Helicopters
AD/BELL 47/79
Amdt 1
Tail Rotor Gearbox 10/86
Applicability: All models fitted with P/N 47-640-075-1 or -7 tail rotor gear boxes. Document: Bell SB 47-77-1. Kawasaki-Bell SB KSB-Bell 345.
Compliance: Within 100 hours time in service after 30 April 1977.
Background: To assure the latest type bearing is installed and the input shaft is of correct dimensions. This Directive has been amended to include Kawasaki-Bell Helicopters.
Overview
The Civil Aviation Regulations 1998, as amended, include specific Airworthiness Directives (ADs) aimed at ensuring the safety and airworthiness of aircraft. One such directive, AD/BELL 47/79 Amendment 1, was introduced to address issues concerning the tail rotor gearbox of Bell Helicopter Textron 47 series helicopters. This legislation was enacted to ensure the installation of the latest type bearing and correct input shaft dimensions for the specified models. The Civil Aviation Safety Authority (CASA) issued this directive to mitigate potential risks associated with the identified components, thereby enhancing flight safety. The objective of this directive is to ensure compliance within 100 hours of time in service after 30 April 1977 for all applicable models, including those fitted with particular tail rotor gearbox parts numbers, and has been updated to encompass Kawasaki-Bell helicopters.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, applies to all Bell Helicopter Textron 47 (All Variants) Series Helicopters fitted with P/N 47-640-075-1 or -7 tail rotor gearboxes, including those operated by Kawasaki-Bell. This legislation mandates compliance within 100 hours of time in service following 30 April 1977 to ensure the installation of the latest type bearing and verification of the input shaft dimensions. The regulation extends its application to both original Bell helicopters and those modified by Kawasaki-Bell, thus encompassing a broad range of operators and entities within the aviation industry. This regulatory requirement ensures safety and operational standards are consistently met across the specified fleet, reflecting the Civil Aviation Safety Authority's commitment to maintaining stringent airworthiness directives.
Key Provisions
The main operative sections of the Civil Aviation Regulations 1998, Part 39 - 105, specifically AD/BELL 47/79 Amendment 1, pertain to the tail rotor gearbox of Bell Helicopter Textron 47 (All Variants) Series Helicopters. According to section 10/86, this applies to all models fitted with the specified tail rotor gearbox parts numbers, 47-640-075-1 or -7. Compliance is required within 100 hours of time in service following 30 April 1977. The directive references various service bulletins, including Bell SB 47-77-1, Kawasaki-Bell SB KSB, and Bell 345, which outline the necessary procedures and specifications for ensuring the tail rotor gearbox meets the required standards. This includes verifying the installation of the latest type bearing and confirming that the input shaft dimensions are correct.
The Act imposes several obligations on the parties or entities it governs. Firstly, it mandates that all relevant helicopter models must comply with the specified tail rotor gearbox requirements within the stipulated timeframe. This involves conducting a thorough inspection and, if necessary, replacing or adjusting the tail rotor gearbox components to meet the standards outlined in the referenced service bulletins. Operators must also ensure that maintenance records are accurately updated to reflect any modifications or inspections performed in accordance with the directive. Furthermore, the Act requires that any non-compliant findings are promptly addressed and rectified by a certified technician or engineer.
There are significant consequences for failing to comply with the provisions of this directive. Under the Civil Aviation Regulations 1998, non-compliance can result in both civil and criminal penalties. Civil penalties may include fines, and in severe cases, the grounding of the non-compliant aircraft until the necessary repairs or adjustments are completed. Criminal penalties may apply if non-compliance is found to have contributed to an aviation incident or accident, leading to potential imprisonment for the responsible parties. The maximum penalties for such offences can vary, but they are designed to enforce strict adherence to safety regulations and ensure the highest standards of aviation safety are maintained.