Overview

The Civil Aviation Regulations 1998, enacted by the Australian Parliament, govern the safety standards and procedures for civil aviation within Australia. One such regulation, found in Part 39, is the Airworthiness Directive AD/CESSNA 500/18, which specifically targets the Cessna 500 (Citation) Series Aeroplanes. This directive was introduced to address the identified safety risk of the main gear actuator attach stud (taper pin) on these aircraft potentially failing, which could lead to gear collapse and subsequent safety hazards. The policy objective of this directive is to ensure the secure attachment of the main landing gear actuator to the strut by mandating specific inspection and compliance procedures for all affected aircraft models.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, addresses the application of Airworthiness Directives for aircraft, including the Cessna 500 (Citation) series aeroplanes. This legislation applies to all Model 500 aircraft with unit numbers ranging from 0466 through 0672. The regulations mandate specific inspection procedures for the main gear actuator attach stud to ensure safety, with compliance required before further flight and within certain time frames post-inspection. This applies to aircraft maintained under the relevant Australian National Standards. Exemptions or exclusions from these requirements are not explicitly stated, and compliance is expected through adherence to the detailed inspection and service bulletins provided by the Civil Aviation Safety Authority. The scope of this regulation is enforced across the Commonwealth, ensuring a uniform approach to aviation safety throughout Australia.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39 - 105, mandate certain safety directives for the Cessna 500 (Citation) Series Aeroplanes, as outlined in AD/CESSNA 500/18 (section 1). This directive is applicable to all Model 500 aircraft with unit numbers ranging from 0466 through 0672. The key requirement is that these aircraft must undergo a visual inspection of the main landing gear actuator attach stud (taper pin) retaining nut and cotter pin, located on the aft side of the cylinder boss, both before further flight after 11th October 1983 and before each subsequent flight (section 1.1). Additionally, within 25 hours or 30 days of time in service post-11th October 1983, whichever comes first, a specific inspection or compliance with Service Bulletin SB32-37 must be carried out (section 1.2). Lastly, within 90 days after 11th October 1983, compliance with Service Bulletin SB32-37 is mandatory if it has not been done already (section 1.3). The Civil Aviation Regulations impose clear obligations on the parties involved, including the aircraft operators and maintenance personnel. Operators must ensure that the specified inspections are performed before each flight and within the stipulated timeframes (section 1.1 and 1.2). If Service Bulletin SB32-37 is available, operators must follow its instructions; if not, they must perform the detailed inspection as outlined in the requirement document (section 1.2(a) and (b)). Within 90 days post-11th October 1983, operators must ensure compliance with Service Bulletin SB32-37 (section 1.3). For aircraft maintained under ANO 100.5.1, the inspection detailed in section 1.1 may be performed by the pilot in command, in which case certification is not required. However, certification is required in all other cases, and this inspection can also be performed and certified by a Licensed Aircraft Maintenance Engineer (section 1, Note 2). Failure to comply with the Civil Aviation Regulations' directives may lead to serious consequences. The primary risk identified is the potential failure of the main gear attach stud, which can result in gear collapse, leading to significant safety hazards. Although the specific penalties for non-compliance are not detailed in the extract, non-compliance with Civil Aviation Regulations generally can result in both civil and criminal penalties, including fines and imprisonment. The exact penalties would be determined based on the severity of the non-compliance and the specific provisions of the Civil Aviation Act 1988.