AD/JETSTREAM/64 Amdt 2 - Wing/Fuselage Attachment

Overview

The Civil Aviation Regulations 1998, specifically Part 39 - 105, incorporates the Civil Aviation Safety Authority's Schedule of Airworthiness Directives, including AD/JETSTREAM/64 Amendment 2, which addresses the issue of wing/fuselage attachment for British Aerospace BAe 3100 (Jetstream) Series Aeroplanes, particularly those within the Jetstream Series 3200 with constructors' numbers 790 through 960. This directive was enacted to address the problem of seized wing/fuselage forward attachment sliding joint spigots, a critical safety concern that arose during fatigue tests, resulting in cracks in the spigot housing plate due to inadequate lubrication. The amendment mandates actions in line with BAe Regional Aircraft Mandatory Service Bulletin 57-JA 921144 Revision 3 and became effective on 4 December 1997. The objective is to ensure compliance with the specified requirements to maintain the airworthiness of the affected aircraft. The amendment was introduced by the Civil Aviation Safety Authority, under the authority of the Civil Aviation Act 1988, to ensure that all relevant aircraft meet the necessary safety standards. The policy objective is to maintain the highest standards of air safety by mandating specific maintenance actions to prevent structural failures in the specified aircraft models. The regulation ensures that all operators of affected Jetstream Series 3200 aircraft adhere to the mandatory service bulletin to rectify the identified issues and prevent potential safety hazards.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, pertains to the Civil Aviation Safety Authority's schedule of airworthiness directives for British Aerospace BAe 3100 (Jetstream) Series Aeroplanes. This legislation applies to Jetstream Series 3200 aircraft with constructors' numbers ranging from 790 through 960. The directive mandates actions in accordance with BAe Regional Aircraft Mandatory Service Bulletin 57-JA 921144 Revision 3, necessitating compliance with the specified requirements set out in the requirement document. The directive became effective on 4 December 1997. The directive's background indicates that both wing/fuselage forward attachment sliding joint spigots seized during fatigue tests, with the failure attributed to inadequate lubrication between the spigot and bush, leading to cracks in the spigot housing plate. Amendment 2 was issued in response to a revision of the requirement document, potentially necessitating additional work for operators. The application of this airworthiness directive is subject to the broader regulatory framework provided by the Civil Aviation Regulations 1998, with any further specifics or extensions managed through subordinate instruments or additional amendments as required by the Civil Aviation Safety Authority.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39 - 105, under Schedule of Airworthiness Directives for British Aerospace BAe 3100 (Jetstream) Series Aeroplanes, includes an amendment (AD/JETSTREAM/64Amdt 2) concerning the wing/fuselage attachment. This directive applies to Jetstream Series 3200 aircraft with constructors numbers ranging from 790 to 960. The requirement mandates that operators must take action in accordance with BAe Regional Aircraft Mandatory Service Bulletin 57-JA 921144 Revision 3. Compliance with this directive is to be achieved as specified in the requirement document. The directive became effective on 4 December 1997. The main obligations imposed by this directive are for the relevant aircraft operators to perform specific maintenance actions as outlined in the referenced service bulletin. This involves ensuring that the wing/fuselage forward attachment sliding joint spigots are properly maintained to prevent issues such as seizure and subsequent cracking in the spigot housing plate, which were identified during fatigue tests. Operators must follow the instructions provided in the service bulletin, which includes corrective actions for inadequate lubrication and drilling and reaming instructions as revised in Amendment 2. Failure to comply with the requirements of this airworthiness directive can lead to serious safety issues, as the directive is designed to address specific structural weaknesses that could compromise the aircraft's safety. While the Civil Aviation Regulations do not explicitly state civil or criminal penalties for non-compliance with airworthiness directives, non-compliance can result in severe consequences. These may include grounding of the affected aircraft, which can lead to significant operational disruptions and financial losses for the operator. Additionally, non-compliance could potentially result in enforcement actions by the Civil Aviation Safety Authority (CASA), which might include fines or other regulatory measures. The potential penalties underscore the importance of adhering to the directive to maintain the safety and airworthiness of the aircraft.