AD/F100/13 - Rear Spar-to-Fuselage Attachment

Overview

The Civil Aviation Regulations 1998, specifically within Part 39 - 105, includes Airworthiness Directives that aim to ensure the ongoing safety of civil aviation aircraft in Australia. This particular legislative instrument, F2006B09613, pertains to Fokker F100 (F28 Mk 100) series aeroplanes and mandates the reinforcement of the rear spar-to-fuselage attachment and the cold-sleeving of the rear spar end fitting fastener holes to address identified structural weaknesses. Enacted by the Civil Aviation Safety Authority, this directive was introduced to address safety concerns identified during fatigue testing of the F.28 Mk.0100 aircraft, where cracks were found in critical structural components. The policy objective is to prevent potential failure in these areas, thereby ensuring the continued airworthiness and safety of the specified Fokker F100 series aeroplanes. Compliance with this directive is mandatory for aircraft meeting the specified serial numbers, with the directive becoming effective from 22 April 1999.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, outlines the Civil Aviation Safety Authority’s (CASA) Schedule of Airworthiness Directives for the Fokker F100 (F28 Mk 100) series aeroplanes. This directive, AD/F100/13, pertains to the rear spar-to-fuselage attachment and applies to F.28 Mk.0100 aircraft with serial numbers ranging from 11244 through 11319, 11321, and 11323 through 11332. The requirement is to reinforce the rear spar-to-fuselage attachment and expand the rear spar end fitting fastener holes as per Fokker Service Bulletin F100-53-039 dated 10 February 1993. This directive mandates compliance unless the specified reinforcement and expansion have already been completed, before the aircraft accumulates 24,000 flight cycles since new. The directive became effective on 22 April 1999, following fatigue tests which revealed cracks in the coupling and web plates of the rear spar end fitting at the attachment to the frame at fuselage STA.17011, and additional cracks around the fastener holes in the rear spar end fitting.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39 - 105, includes the Airworthiness Directive (AD) AD/F100/13 concerning the Fokker F100 (F28 Mk 100) series aeroplanes. The directive applies to Fokker F100 aircraft with serial numbers ranging from 11244 to 11319, 11321, and 11323 to 11332 (section 1). This AD mandates the reinforcement of the rear spar-to-fuselage attachment and the cold-sleeving of the rear spar end fitting fastener holes, in accordance with Fokker Service Bulletin (SB) F100-53-039 dated 10 February 1993 (section 2). This directive references RLD BLA 93-027(A) (section 3). Compliance with this directive must occur before the aircraft accumulates 24,000 flight cycles since new, unless the reinforcement has already been completed (section 4). The AD became effective on 22 April 1999 (section 5). The Civil Aviation Regulations 1998 impose certain obligations on the parties governed by this AD. Aircraft operators and owners must ensure that the specified modifications to the rear spar-to-fuselage attachment and the rear spar end fitting fastener holes are carried out in accordance with the specified Fokker Service Bulletin. This involves ensuring that the required reinforcement and cold-sleeving procedures are implemented on the applicable Fokker F100 aircraft before they reach 24,000 flight cycles since new. It is also imperative that records of compliance are maintained and that any modifications are performed by appropriately certified personnel. Failure to comply with the requirements set out in AD/F100/13 may result in serious consequences. The AD does not explicitly state the offences, penalties, or civil/criminal consequences for non-compliance, but it is clear that such failure could lead to significant safety risks. The Civil Aviation Safety Authority (CASA) has the authority to enforce compliance and take appropriate action against non-compliant aircraft, operators, or owners. Potential actions could include grounding the aircraft, imposing fines, or taking legal action against the responsible parties. The exact penalties would depend on the specific circumstances and the discretion of CASA, but they could be severe given the safety implications of non-compliance.