COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
DHA-3 (Drover) Series Aeroplanes
AD/DHA-3/27 Wing to Fuselage Attachments - Inspection 1/74
Applicability: All models.
Requirement: 1. Visually inspect the wing rear spar to fuselage attachment area for cracks and for signs of distress particularly in the area of the internal brackets attaching the spar to the root end rib.
Note: These brackets are on the outboard side of the No. 1 rib, and may require removal of the fuel tank to facilitate the inspection.
2. If cracks or distress are found during the inspection in para. 1 remove the fuselage to wing main spar upper attach bolt and using dye penetrant technique inspect the three lugs on the fuselage centre section main spar upper boom for cracks radiating from the bushing hole in each lug.
Compliance: Before further flight.
Overview
The Civil Aviation Regulations 1998, as amended by the legislative instrument F2006B08984, were enacted to ensure the safety and reliability of civil aviation in Australia. This particular regulation, under PART 39 - 105, focuses on the Civil Aviation Safety Authority’s Schedule of Airworthiness Directives for DHA-3 (Drover) Series Aeroplanes, specifically addressing AD/DHA-3/27 related to the inspection of wing to fuselage attachments. The regulation aims to identify and rectify potential structural issues that could compromise the integrity of the aircraft during flight, thereby enhancing overall aviation safety. The enactment of these regulations is overseen by the Australian Parliament, with the policy objective being to safeguard the public by ensuring that all civil aviation operations meet stringent safety standards.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, pertains to civil aviation safety and applies to all DHA-3 (Drover) series aeroplanes within the Australian jurisdiction. This regulation mandates the inspection of wing to fuselage attachments to ensure the airworthiness and safety of the aircraft. The inspection must be conducted visually for cracks and signs of distress in the area where the wing rear spar attaches to the fuselage, with a particular focus on the internal brackets connecting the spar to the root end rib, which may necessitate the removal of the fuel tank for thorough examination. If any cracks or signs of distress are discovered, further inspection using the dye penetrant technique is required on the three lugs of the fuselage centre section main spar upper boom, focusing on cracks emanating from the bushing hole in each lug. This inspection must be completed before any further flight is undertaken to comply with the regulation.
The scope of the regulation is limited to the DHA-3 (Drover) series aeroplanes, and it does not extend to other aircraft models or types. The geographic reach is nationwide, encompassing all operations within Australian territory. The regulation does not explicitly outline exclusions, exemptions, or thresholds, implying that all DHA-3 series aeroplanes operating in Australia are subject to these inspection requirements. The regulation itself does not extend or restrict application through subordinate instruments, though additional guidelines or procedures might be provided in other regulatory or advisory documents issued by the Civil Aviation Safety Authority.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39 - 105, contain detailed provisions regarding the airworthiness directives for various aircraft, including the DHA-3 (Drover) series aeroplanes. One such directive, AD/DHA-3/27, pertains to the inspection of wing to fuselage attachments (1/74). This directive applies to all models within the DHA-3 series and mandates a thorough visual inspection of the wing rear spar to fuselage attachment area. The key requirement, as outlined in section 1, is to check for any cracks or signs of distress, especially around the internal brackets attaching the spar to the root end rib. These brackets are located on the outboard side of the No. 1 rib, and in some cases, the inspection may necessitate the removal of the fuel tank to ensure proper access.
The obligations under this directive are clear and specific. Operators of DHA-3 series aeroplanes must conduct a meticulous visual inspection of the designated area before any further flight. This involves checking for any cracks or signs of distress, particularly around the internal brackets that connect the wing rear spar to the fuselage. If any cracks or distress are detected during this inspection, the next step requires the removal of the fuselage to wing main spar upper attach bolt. Following this, an inspection using the dye penetrant technique must be performed on the three lugs on the fuselage centre section main spar upper boom. The focus here is to detect any cracks emanating from the bushing hole in each lug.
Failure to comply with the requirements stipulated in AD/DHA-3/27 can have significant consequences. The regulations impose strict obligations on operators to ensure that the prescribed inspections are conducted before any further flight. Non-compliance with these directives can lead to serious safety risks, potentially resulting in aircraft being deemed unairworthy. The potential civil and criminal penalties for failing to adhere to these airworthiness directives are not explicitly detailed in the provided text, but breaches of such regulations can typically result in enforcement actions, including fines, sanctions, and possibly criminal charges if the non-compliance leads to safety incidents. The exact penalties would depend on the severity of the breach and the specific circumstances of the case.