AD/JETSTREAM/17 Amdt 3 - Elevator Trim Servo Cable P/N 137187E472

Overview

The Civil Aviation Regulations 1998, under Part 39 - 105, addresses the safety and airworthiness of aircraft operating in Australian airspace. Specifically, the Civil Aviation Safety Authority (CASA) issued AD/JETSTREAM/17 Amendment 3 in response to a reported incident involving the British Aerospace BAe 3100 (Jetstream) Series aeroplanes, where a cable failure in the elevator trim servo system led to a trim tab being locked in an irreversible position while displaying a normal cockpit indication. This airworthiness directive was enacted to ensure that all Jetstream Series 3100 aircraft equipped with specific autopilot systems adhere to the mandatory requirements set forth by the UK Civil Aviation Authority (CAA). The objective is to mitigate the risk of in-flight control issues by enforcing timely inspections and replacements of the specified elevator trim servo cable, thus ensuring continued airworthiness and safety in accordance with the latest revisions to the requirement document.

Scope and Application

The Civil Aviation Regulations 1998, as outlined in Part 39 - 105 of the Civil Aviation Safety Authority's Schedule of Airworthiness Directives, specifically address the maintenance and safety requirements for British Aerospace BAe 3100 (Jetstream) Series Aeroplanes. This particular airworthiness directive pertains to the elevator trim servo cable, specifically the P/N 137187E47211/97. The directive applies to all Jetstream Series 3100 aircraft equipped with a Sperry SPZ-200B autopilot, and to those with a Sperry SPZ-500 autopilot, with the exception of those installed under the Customer Requirement Kit JK2864, as specified in Service Bulletin 34-JK2864. The directive mandates compliance with Jetstream Alert Service Bulletin 22-A-JA 861023 Revision 3, which has been classified as mandatory by the UK Civil Aviation Authority. Compliance with the directive involves following the specified actions as detailed in Part J of the requirement document, which includes addressing cable life limitations and implementing necessary maintenance actions as outlined in the service bulletin. The directive's applicability and compliance requirements are subject to amendments, with Amendment 3, effective from a date specified in the regulatory document, clarifying the requirements in response to updates in the requirement document.

Key Provisions

The Civil Aviation Regulations 1998, Part 39 – 105, under the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, specifically address the maintenance and operation of the British Aerospace BAe 3100 (Jetstream) Series Aeroplanes. This directive, AD/JETSTREAM/17, pertains to the elevator trim servo cable part number 137187E47211/97, particularly affecting Jetstream Series 3100 aircraft equipped with either the Sperry SPZ-200B or SPZ-500 autopilot. However, it excludes aircraft with the autopilot installed under Customer Requirement Kit JK2864 (Service Bulletin 34-JK2864). The directive mandates compliance with Jetstream Alert Service Bulletin 22-A-JA 861023 Revision 3, which has been classified as mandatory by the UK Civil Aviation Authority (CAA). The requirement document specifies compliance as per Part J of the directive. Operators and owners of affected Jetstream Series 3100 aircraft must ensure that the elevator trim servo cable is maintained and replaced according to the stipulations in the requirement document. This includes adhering to the life limitations set for the cables, with an initial limit of 2,000 hours, later reduced to 1,000 hours following Amendment 1, and then increased to a more durable cable with a 4,000-hour limit as introduced in Amendment 2, and further clarified in Amendment 3. Operators must implement the actions outlined in the referenced service bulletin to maintain airworthiness and ensure the safety of the aircraft in operation. Failure to comply with these airworthiness directives can result in significant civil and criminal consequences. CASA, as the regulatory body, has the authority to enforce these requirements strictly. Civil penalties may include fines and the potential grounding of non-compliant aircraft. In severe cases, CASA can also pursue criminal charges against individuals or corporations found to be in breach of these regulations. The maximum penalties for such offences can be substantial, reflecting the critical nature of maintaining airworthiness standards in aviation. Non-compliance not only risks safety but also the legal and financial stability of the operators involved.