AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CASR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
Fokker F50 (F27 Mk 50) Series Aeroplanes
AD/F50/89 Cargo Restraint Strap Assemblies 1/2005
DM
Applicability: Model F27 Mk. 050 series aircraft, on which cargo restraint strap assemblies part number 1519-MCIDS have been installed per Supplemental Type Certificate (STC) ST01004NY.
Requirement: Revise the Limitations Section of the Aircraft Flight Manual (AFM), and the cargo- loading procedures of the Weight and Balance Manual (WBM), to include the following information (this may be accomplished by inserting a copy of this Directive into the AFM and the WBM):
“Discontinue the use of STC ST01004NY to install Airline Container Manufacturing Company Inc., cargo restraint straps, part number 1519-MCIDS, as the only means of securing cargo to Technical Standard Order (TSO) C90c/NAS3610 pallets. Such cargo restraint straps may continue to be used a supplemental restraints to secure cargo to TSO C90c/NAS3610 pallets, or to the cargo restraint fittings in the aircraft floor, per the aircraft manufacturer’s weight and balance manuals, and within the strap rated load (5,000 lbs).”
Note 1: If the above statement has been incorporated into the general revisions of the AFM and the WBM, the general revisions may be incorporated into the AFM and WBM, and the copy of this Directive may then be removed from the AFM and WBM.
Note 2: FAA AD 2004-22-01 Amdt 39-13829 refers.
Compliance: Within 14 days after 1 December 2004.
This Airworthiness Directive becomes effective on 1 December 2004.
Fokker F50 (F27 Mk 50) Series Aeroplanes
AD/F50/89 (continued)
Background: The actions specified by this Directive are intended to prevent shifting or unrestrained cargo in the cargo compartment, which could cause an unexpected change in the aircraft’s centre of gravity, damage to the aircraft structure and/or flight control system, a hazard to the flightcrew, and/or possible loss of controllability of the aircraft.
David Villiers
Delegate of the Civil Aviation Safety Authority 24 November 2004
The above AD is notified in the Commonwealth of Australia Gazette on 1 December 2004.
Overview
The Civil Aviation Safety Authority Airworthiness Directive AD/F50/89, issued under the Civil Aviation Safety Regulations 1998, was enacted in 2004 to address safety concerns related to cargo restraint strap assemblies installed on Fokker F50 (F27 Mk. 050) series aircraft. This Airworthiness Directive was introduced to mitigate the risk of shifting or unrestrained cargo in the cargo compartment, which could lead to an unexpected change in the aircraft's centre of gravity, structural damage, compromised flight control systems, hazards to the flight crew, and potential loss of control of the aircraft. The directive requires specific revisions to the Aircraft Flight Manual and the Weight and Balance Manual, mandating the cessation of using certain cargo restraint straps as the sole means of securing cargo to designated pallets and limiting their use to supplementary restraints within specified parameters. This directive, issued by a delegate of the Civil Aviation Safety Authority, aims to enhance aviation safety by ensuring cargo is properly secured and managed within the aircraft.
Scope and Application
The Airworthiness Directive AD/F50/89 applies specifically to Fokker F50 (F27 Mk. 050) series aeroplanes that have had cargo restraint strap assemblies part number 1519-MCIDS installed in accordance with Supplemental Type Certificate (STC) ST01004NY. This directive mandates revisions to the Aircraft Flight Manual (AFM) and the cargo-loading procedures of the Weight and Balance Manual (WBM) to ensure these aircraft are operated safely. The directive requires the incorporation of specified information into the AFM and WBM, effectively discontinuing the use of STC ST01004NY for the installation of these cargo restraint straps as the primary means of securing cargo to certain pallets. However, these straps may still be used as supplementary restraints under certain conditions as detailed in the directive. The directive was issued by the delegate of the Civil Aviation Safety Authority and became effective on 1 December 2004, with compliance required within 14 days of that date. This AD is applicable across the Commonwealth of Australia, and while the AD itself sets out the requirements, further details and instructions might be provided through subordinate instruments issued by the Civil Aviation Safety Authority.
Key Provisions
The Airworthiness Directive (AD/F50/89) issued by the Civil Aviation Safety Authority (CASA) mandates specific actions to address an identified safety issue concerning the Fokker F27 Mk 50 series aircraft that have installed cargo restraint strap assemblies as per Supplemental Type Certificate (STC) ST01004NY (section 1). The directive requires revisions to the Aircraft Flight Manual (AFM) and the Weight and Balance Manual (WBM) to include updated information regarding the use of these cargo restraint straps, specifying that STC ST01004NY should no longer be used as the sole means for securing cargo to TSO C90c/NAS3610 pallets (section 2). Instead, these straps can be used as supplemental restraints, under certain conditions, as detailed in the directive.
The AD imposes several obligations on the parties involved. Firstly, the aircraft operators must ensure that the AFM and WBM are updated to include the specified changes in cargo restraint procedures within 14 days from 1 December 2004 (section 3). This involves incorporating the new information into the manuals or attaching a copy of the directive to these documents. Secondly, operators must comply with the updated cargo-loading procedures to prevent potential hazards such as cargo shifting, which could compromise flight safety.
Failure to comply with the requirements of this AD can result in significant consequences. While the directive does not explicitly state penalties, non-compliance may lead to enforcement actions by CASA, which could include fines, suspension of flight operations, or other regulatory penalties. The potential safety risks associated with non-compliance, such as damage to the aircraft structure or loss of control, underscore the importance of adhering to the AD's stipulations. The directive aims to mitigate these risks by ensuring that cargo is secured appropriately, thus maintaining the aircraft's airworthiness and flight safety standards.