AD/DHC-6/14 - Fuselage to Wing Front Spar Attachments - Inspection

Overview

The Civil Aviation Regulations 1998, enacted by the Australian Government and administered by the Civil Aviation Safety Authority (CASA), are comprehensive rules governing all aspects of civil aviation in Australia. One particular regulation, AD/DHC-6/14, pertains to the inspection of fuselage to wing front spar attachments on DHC-6 (Twin Otter) Series Aeroplanes, specifically for those with serial numbers ranging from 1 to 161 that do not incorporate modification number 6/1189. This regulation was introduced to address potential safety issues associated with the structural integrity of these aircraft, aiming to ensure they remain airworthy. The policy objective is to mitigate risks and enhance the safety of civil aviation by mandating specific maintenance actions and compliance timelines. The requirement for these inspections must be met within 200 hours of time in service after 28 November 1968, as detailed in De Havilland Aircraft of Canada Service Bulletin No. 6/149.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, outlines the Civil Aviation Safety Authority's (CASA) Airworthiness Directives which are legally binding requirements for aircraft maintenance and operation. One such directive, AD/DHC-6/14, pertains to the inspection of fuselage to wing front spar attachments on DHC-6 (Twin Otter) Series Aeroplanes with serial numbers ranging from 1 to 161, excluding those incorporating modification number 6/1189. This directive applies to all operators of these aircraft models and mandates that an inspection must be conducted within 200 hours of time in service following 28 November 1968, as per De Havilland Aircraft of Canada Service Bulletin No. 6/149. The regulation extends to the entire Commonwealth of Australia, ensuring uniformity in the enforcement and compliance of these safety measures across all jurisdictions within the country. There are no specified exclusions, exemptions, or thresholds mentioned in this particular directive; however, the scope and application may be further detailed or modified through subordinate instruments issued by CASA.

Key Provisions

The main operative sections of the AD/DHC-6/14 are found in the Civil Aviation Regulations 1998, specifically within Part 39 (section 39.001) which pertains to airworthiness directives. The directive requires an inspection of the fuselage to wing front spar attachments on DHC-6 (Twin Otter) Series Aeroplanes with serial numbers 1 to 161, excluding those that have already incorporated modification number 6/1189 (section 39.105). The inspection must be completed within 200 hours of time in service after 28 November 1968 (section 39.105). Compliance with this directive is to be achieved by referencing De Havilland Aircraft of Canada Service Bulletin No. 6/149 (section 39.105). The obligations and requirements imposed by the AD/DHC-6/14 are primarily directed at aircraft operators and maintenance personnel. Operators of DHC-6 (Twin Otter) Series Aeroplanes must ensure that the specified inspection of the fuselage to wing front spar attachments is conducted by a qualified individual in accordance with the De Havilland Aircraft of Canada Service Bulletin No. 6/149 (section 39.105). This involves a thorough examination to identify any necessary repairs or replacements to ensure the continued airworthiness of the aircraft. Maintenance personnel are responsible for executing the inspection and any required repairs, ensuring that all work is logged and documented in accordance with the regulations (section 39.105). Failure to comply with the AD/DHC-6/14 may result in serious civil and criminal consequences. Under the Civil Aviation Act 1988, non-compliance with an airworthiness directive can result in substantial fines and penalties (section 10.1). Specifically, the maximum penalty for failing to comply with an airworthiness directive is a fine of up to $22,200 for an individual and up to $111,000 for a body corporate (section 10.1). Additionally, if the non-compliance leads to an aviation accident or incident, the penalties can be significantly higher, and criminal charges may be brought against the responsible parties (section 10.1). It is crucial for all parties involved to adhere to the directive to avoid these serious repercussions.