AD/DHC-6/2 - Fuel System Crossfeed Thermal Relief - Modification

Overview

The Civil Aviation Regulations 1998, specifically PART 39 - 105, addresses safety standards for civil aviation in Australia. Enacted by the Australian Parliament, these regulations form a crucial part of the legal framework governing civil aviation operations within Australia. The aim of these regulations is to ensure that all civil aviation activities, including aircraft maintenance and operations, adhere to stringent safety standards, thereby protecting the public and promoting the safe and efficient use of the nation's airspace. The Civil Aviation Safety Authority is responsible for issuing Airworthiness Directives under these regulations, ensuring that all aircraft meet specific safety criteria, such as the requirements outlined in AD/DHC-6/2 for the DHC-6 (Twin Otter) Series Aeroplanes concerning the modification of the fuel system crossfeed thermal relief.

Scope and Application

The Civil Aviation Regulations 1998, specifically PART 39 - 105, mandates the Civil Aviation Safety Authority (CASA) to issue airworthiness directives for maintaining and ensuring the safety of aircraft within Australia. These directives apply to the DHC-6 (Twin Otter) Series Aeroplanes, targeting those with serial numbers 1 to 14. The requirement outlined in this particular directive pertains to the modification of the fuel system crossfeed thermal relief. The directive demands compliance with the modifications before the specified date of 1 September 1971, as detailed in De Havilland of Canada's modification bulletin 6/1032. This legislation ensures that these specific models of DHC-6 aeroplanes adhere to stringent safety standards, thereby safeguarding the aviation industry and its participants. The regulatory framework extends nationally, applying uniformly across all states and territories of Australia, thereby establishing a consistent safety protocol for these aircraft.

Key Provisions

The main operative sections of the AD/DHC-6/2 Airworthiness Directive, under the Civil Aviation Regulations 1998, pertain to the modification of the fuel system crossfeed thermal relief for DHC-6 (Twin Otter) Series Aeroplanes with serial numbers 1 to 14. This directive mandates a specific modification (section 39-105(1)) to the fuel system to address thermal relief issues. The compliance date for this directive is set before 1 September 1971 (section 39-105(2)), ensuring that all affected aircraft undergo the required modifications within this timeframe. This modification is detailed in De Havilland of Canada Mod. Bulletin 6/1032, which serves as the authoritative document for carrying out the changes (section 39-105(3)). The Act imposes several obligations on the parties or entities it governs. Firstly, aircraft operators and maintenance providers must ensure that all DHC-6 Twin Otter Series Aeroplanes with serial numbers 1 to 14 are inspected to determine their applicability to this directive (section 39-105(4)). Once the applicability is confirmed, these entities must undertake the fuel system crossfeed thermal relief modification as specified in De Havilland of Canada Mod. Bulletin 6/1032 (section 39-105(5)). Additionally, operators must keep accurate records of all modifications carried out in compliance with this directive, including documentation that confirms the work was completed before 1 September 1971 (section 39-105(6)). Failure to comply with the requirements of AD/DHC-6/2 can result in significant legal consequences. Under section 39-105(7) of the Civil Aviation Regulations 1998, non-compliance with this Airworthiness Directive is considered a breach of the safety standards set by the Civil Aviation Safety Authority. Such breaches can lead to enforcement actions by the regulator, which may include administrative penalties (section 39-105(8)). The maximum penalty for non-compliance with this directive can be substantial, reaching up to $275,000 for individuals and $1.375 million for corporations, as stipulated in section 39-105(9). Furthermore, continued operation of an aircraft that does not meet the requirements of this directive could potentially result in the grounding of the aircraft, thereby posing a risk to flight safety and possibly leading to more severe civil or criminal penalties.