Overview

The Civil Aviation Regulations 1998, under Part 39 - 105, was enacted by the Commonwealth of Australia to ensure the safety of civil aviation operations. This legislation addresses issues of aircraft airworthiness and establishes a framework for issuing airworthiness directives to maintain the safety of aircraft in operation. The problem it was introduced to address includes the potential failure of main landing gear due to fractured jack pivot assemblies, as evidenced by a reported incident where the main landing gear failed to deploy correctly for landing. The objective of this specific legislative instrument, AD/HS 125/150 Amendment 1, is to mandate visual and magnetic particle inspections of the main landing gear sidestay jack pivot assemblies and to require the replacement of certain assemblies to prevent similar failures in the future. The amendment was enacted by the Civil Aviation Safety Authority (CASA) to ensure compliance with airworthiness standards and to mitigate risks associated with identified defects in specific aircraft components.

Scope and Application

The Civil Aviation Regulations 1998, specifically under Part 39 - 105 Civil Aviation Safety Authority Schedule of Airworthiness Directives, applies to all British Aerospace BAe 125 Series Aeroplanes, focusing on the main landing gear sidestay jack pivot assemblies. This legislation applies to any person or entity operating these aircraft within the Commonwealth of Australia, ensuring compliance with safety directives issued by the Civil Aviation Safety Authority (CASA). The scope of the directive includes the visual inspection and replacement of specific jack pivot assemblies, with a requirement to conduct inspections before a certain number of landings and to replace the assemblies if necessary to prevent potential failure and ensure the airworthiness of the aircraft. Compliance with the directive is mandatory and failure to adhere to the specified requirements may result in the aircraft being deemed non-airworthy. The directive is effective from 23 May 1996, and any exemptions or exclusions are noted within the specific provisions of the directive itself.

Key Provisions

The main operative sections of the Civil Aviation Regulations 1998, Part 39 - 105, in relation to the British Aerospace BAe 125 Series Aeroplanes, specifically the AD/HS 125/150 Amendment 1, require visual inspections and magnetic particle inspections of the left and right main landing gear sidestay jack pivot assemblies (section 1(a) and 1(b)). The inspections are to identify bushes with eccentric bores and check for cracks in these assemblies. The inspections must be conducted according to the guidelines in the Civil Aviation Order (CAO) 108.8, and specific attention must be paid to the areas defined in Detail A of the diagram on page 10 of Hawker Service Bulletin (SB) 32-233 Revision 1. Additionally, there is a requirement to replace specific jack pivot assemblies with new parts (section 2). The replacement of certain jack pivot assemblies that were installed new after 23 June 1994 must be carried out in accordance with Hawker SB 32-233-3597A (section 3). The obligations and requirements imposed by these regulations necessitate that operators of British Aerospace BAe 125 Series Aeroplanes conduct the specified inspections at particular intervals and under certain conditions. The initial inspection must occur before 3000 landings since the sidestay assembly was new, before 1000 landings since overhauled, or before 23 May 1996, whichever is the latest (section Compliance 1(a)). Re-inspections of assemblies with eccentric bores must occur at intervals not exceeding 1000 landings if no cracks are found, or 100 landings if cracks are found and within serviceable limits (section Compliance 1(b)). Additionally, operators must replace specified jack pivot assemblies before 4000 landings or at the next 4000 landing overhaul, whichever comes first (section Compliance 2). For assemblies installed new after 23 June 1994, replacement must occur before 2000 landings or by 20 June 1996, whichever is later (section Compliance 3). Failure to comply with the provisions set forth in the Civil Aviation Regulations 1998, Part 39 - 105, and the AD/HS 125/150 Amendment 1 can result in significant consequences. While the specific offences and penalties are not detailed in the text, non-compliance with airworthiness directives typically leads to civil penalties. These can include fines, enforcement actions, and potentially grounding of the aircraft until the necessary compliance measures are taken. Additionally, severe non-compliance could potentially result in criminal charges if the failure to adhere to these safety directives leads to accidents or other safety-related incidents. The exact penalties and consequences would be determined by the Civil Aviation Safety Authority and would depend on the severity and impact of the non-compliance.