COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Fokker F27 Series Aeroplanes
AD/F27/118 Forward Fuselage Skin Joint 6/89 DM
Applicability: All models with S/Nos 10102, 10105 through 10684, 10686, 10687, and 10689
through 10692.
Requirement: Inspect for fatigue cracks in the forward fuselage skin joints in accordance with Fokker Service Bulletin F27/53-108.
Note: RLD BLA 89-020 refers.
Compliance: Only aircraft that have flown more than a certain number of flights as at 10 April 1989 need to be inspected. This threshold number of flights is dependent upon the maximum cabin pressure differential for the aircraft. The threshold is 30,000 flights if the aircraft may have at any time operated at a cabin pressure differential of 5.5 psi, and 50,000 flights if the aircraft has always operated at a maximum cabin pressure differential of 4.16 psi. The compliance date for inspection is not later than 1 June 1989.
Background: Fatigue test results and an in-service failure indicate that multiple site fatigue cracking can occur in the forward fuselage skin joints. The manufacturer is initially asking for a one time visual inspection of high time aircraft to determine the need for repetitive inspections. It is therefore important that all inspection results be forwarded to the Authority and to the manufacturer.
Overview
The Civil Aviation Regulations 1998, specifically Part 39 - 105, introduced the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives to ensure the safety of civil aviation within Australia. Enacted by the Parliament of Australia, the legislation aims to address safety issues identified in specific aircraft models through mandatory directives. One such directive, AD/F27/118, pertains to Fokker F27 Series aeroplanes, requiring inspections for fatigue cracks in the forward fuselage skin joints. This directive responds to findings of potential structural failures in certain aircraft models, ensuring compliance with safety standards and enhancing overall aviation safety.
The policy objective of AD/F27/118 is to mandate regular inspections for specific Fokker F27 Series aeroplanes to detect and mitigate the risk of fatigue cracks in the forward fuselage skin joints. By setting specific thresholds for the number of flights and cabin pressure differentials, CASA ensures that high-risk aircraft are prioritised for inspection, thus maintaining airworthiness and safeguarding passengers and crew. All inspection results must be communicated to CASA and the manufacturer, ensuring a collaborative approach to aviation safety.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, issued under the authority of the Civil Aviation Safety Authority, mandate the inspection of certain Fokker F27 Series aeroplanes. This directive applies to all models with serial numbers within the specified ranges, ensuring that these aircraft meet specific airworthiness standards. The inspection requirement targets the forward fuselage skin joints, demanding a visual check for fatigue cracks as outlined in Fokker Service Bulletin F27/53-108. This requirement is pivotal for ensuring the safety and reliability of the aircraft in operation. The scope of this directive is geographically comprehensive, affecting all such aircraft operating under the regulations of the Commonwealth of Australia.
The applicability of this directive hinges on the number of flights an aircraft has accumulated as of 10 April 1989, contingent upon the maximum cabin pressure differential the aircraft has experienced. For aircraft that may have operated at a cabin pressure differential of 5.5 psi, the threshold is set at 30,000 flights, while for those that have only operated at a maximum cabin pressure differential of 4.16 psi, the threshold increases to 50,000 flights. Compliance with these inspection requirements is mandatory, with the inspections to be completed no later than 1 June 1989. This directive ensures that all relevant inspection results are reported to both the Civil Aviation Safety Authority and the aircraft manufacturer, thereby maintaining stringent safety standards across the industry.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39 - 105 under the Civil Aviation Safety Authority's (CASA) schedule of airworthiness directives, addresses the inspection of Fokker F27 Series aeroplanes with serial numbers within certain ranges (AD/F27/118). The directive mandates an inspection for fatigue cracks in the forward fuselage skin joints in accordance with Fokker Service Bulletin F27/53-108 (Section 6/89). It is crucial that the inspections be conducted by qualified personnel and that results be communicated to CASA and the manufacturer.
Under the regulations, the requirement to inspect these aircraft is contingent on the number of flights the aircraft has accumulated by 10 April 1989, and the maximum cabin pressure differential the aircraft has operated at. For aircraft that may have operated at a cabin pressure differential of 5.5 psi, inspections are necessary if the aircraft has flown more than 30,000 flights. For those that have always operated at a maximum cabin pressure differential of 4.16 psi, inspections are required if the aircraft has flown more than 50,000 flights (Section 6/89). The compliance deadline for these inspections is set for no later than 1 June 1989.
The directive imposes several obligations on the parties involved. Operators of the affected Fokker F27 Series aeroplanes must ensure that the inspections are carried out by appropriately qualified personnel in accordance with the stipulated guidelines. Additionally, operators are required to report the results of these inspections to CASA and the aircraft manufacturer, Fokker. Failure to comply with these inspection and reporting requirements may lead to non-compliance with aviation safety standards.
Failure to adhere to the requirements of this airworthiness directive may result in significant consequences. Non-compliance with the inspection and reporting obligations could lead to enforcement actions by CASA, potentially including the grounding of the aircraft until the required inspections are satisfactorily completed. There are no specific penalties stated within the directive, but the overarching legislation under which CASA operates provides for both civil and criminal penalties for non-compliance with aviation safety regulations. These penalties can include fines and imprisonment, depending on the severity and intent of the breach.