AD/DH 60/1 - Compression Leg Tie-Rod - Inspection

Overview

The Civil Aviation Regulations 1998, enacted by the Parliament of the Commonwealth of Australia, play a crucial role in maintaining the safety standards of civil aviation. This legislative instrument, specifically within Part 39, introduces Airworthiness Directives aimed at addressing safety concerns related to specific aircraft models. One such directive, AD/DH 60/1, pertains to De Havilland DH 60 (Moth) series aeroplanes, targeting the inspection of the compression leg tie-rod. The directive underscores the need to ensure the structural integrity of the tie-rod, specifically focusing on the nut, its condition, and the overall length of the tie-rod to prevent loosening during operation. The objective is to uphold the airworthiness of these aircraft models, thereby ensuring the safety of passengers and crew. The policy objective of these regulations is to maintain and enhance the safety of civil aviation through stringent airworthiness standards. The requirement for immediate inspection and compliance with the specified directives demonstrates a commitment to proactive safety measures. By mandating detailed checks on critical components such as the tie-rod, the regulations aim to mitigate potential risks and maintain the highest safety standards in the aviation industry. This legislative approach reflects the regulatory body's dedication to safeguarding public safety and ensuring the reliability of civil aircraft.

Scope and Application

The Civil Aviation Regulations 1998, specifically PART 39 - 105 pertaining to the Civil Aviation Safety Authority’s schedule of airworthiness directives, applies to all model DH60G and DH60M aircraft, mandating strict inspection protocols to ensure safety. This legislation is applicable across the Commonwealth of Australia, establishing regulatory standards that must be met by aircraft operators and maintenance personnel. The directives mandate that the nut at the lower end of the tie-rod must be a standard 1/4 inch BSF slotted type, with all threads in serviceable condition, and that the tie-rod must be of sufficient length to accommodate the full depth of the nut. The upper end of the tie-rod must also be inspected to ensure the riveted head is tight against the piston, preventing loosening during operation. Compliance with these directives is required forthwith, underscoring the importance of rigorous adherence to safety standards in civil aviation.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39 - 105, outlines the Airworthiness Directives for various types of aircraft, including the De Havilland DH 60 (Moth) Series Aeroplanes. The directive AD/DH 60/1 pertains to the inspection of the compression leg tie-rod for these aircraft models. The applicable models include the DH60G and DH60M. The directive mandates that the nut at the lower end of the tie-rod must be a standard 1/4 inch BSF slotted type, with all threads in the nut and on the rod being in serviceable condition (AD/DH 60/1 11/67). It also requires that the tie-rod must be of sufficient length to accommodate the full depth of the nut, prohibiting any reduction of the nut. Additionally, the upper end of the tie-rod must be inspected to ensure that the head, formed by riveting, is tight against the piston to prevent it from loosening during operation (AD/DH 60/1 11/67 2). The obligations imposed by this directive are clear and specific. Operators and owners of DH60G and DH60M aircraft must conduct thorough inspections of the tie-rod as specified. This includes verifying that the nut at the lower end is a standard type and in serviceable condition, ensuring the tie-rod's length is adequate, and confirming that the upper end of the tie-rod is securely riveted against the piston. These inspections must be carried out forthwith to comply with the directive. Failure to comply with these requirements can result in the aircraft being deemed unairworthy, potentially leading to grounding and other regulatory actions. Breaches of these airworthiness directives can lead to serious consequences. Under the Civil Aviation Act 1988 and associated regulations, non-compliance can result in both civil and criminal penalties. For civil penalties, operators may face fines up to $275,000 for each flight in which the aircraft is operated while non-compliant. For each day the non-compliance continues, additional fines may apply. Criminal penalties can also be imposed, including fines of up to $165,000 and imprisonment for up to two years. These penalties underscore the importance of strict adherence to the airworthiness directives to ensure the safety and compliance of the aircraft.