COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 107 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Restraint Equipment
AD/RES/32 Aircraft Belts Inc - Buckle Assemblies 2/99
Applicability: All restraint systems manufactured by Aircraft Belts Inc. USA.
Requirement: 1. Inspect the identification label to determine the model number of the restraint.
Note 1. The part number (P/N) of the seat restraint system is on the identification label located on each end of the seat restraint near the anchor point. The model number is indicated by the first two letters of the P/N. (Example: P/N MD A2626- E010)
2. If the model is CS, CT, FM, FN, GK, GL, JD, JE, JT, JU, MD, ME, MM, MN, NB, PM, PN, RG or RH:
(a) Visually inspect the restraint to determine if the locking mechanism is engaging properly in accordance with the following:
(i) Open the lift lever of the buckle fully until it will not open any further. This will cause the locking mechanism to pivot on the pivot pin.
(ii) Allow the spring to close the lift lever slowly until the lift lever is back to its at-rest position.
(iii) After the lever is completely closed, examine the slot in the bottom of the buckle. The locking mechanism should be firmly seated against the edge of the slot as shown in figure 1.
(b) If the locking mechanism does not seat properly, replace the restraint.
Note 2. FAA AD 98-25-10 refers.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 107 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Compliance: 1. Before 25 March 1999.
2. If applicable, before 25 May 1999.
Inspection in accordance with Requirement 1 may be accomplished by the pilot or owner in which case this AD may be certified in Col 2 Part 3 of the Maintenance Release.
This Airworthiness Directive becomes effective on 25 February 1999.
Background: The restraint manufacturer has reported failures of the seat restraint system where the buckle assembly locking mechanism has not engaged properly. This could result in the restraint failing to secure the occupant during turbulence or landing.
Overview
The Civil Aviation Regulations 1998, amended by the Civil Aviation (Airworthiness) Regulations 1998, were enacted to ensure the safety and airworthiness of aircraft operating in Australia. This legislative instrument, specifically under Part 39 - 107, addresses issues related to the maintenance and inspection of aircraft restraint systems, particularly focusing on buckle assemblies manufactured by Aircraft Belts Inc. USA. The problem this legislation aimed to resolve was the reported failures of buckle assemblies in certain models, which could compromise passenger safety during flight. The policy objective was to mandate rigorous inspections and, if necessary, replacements of these buckle assemblies to prevent potential in-flight hazards. This regulation was enacted by the Commonwealth of Australia to uphold stringent safety standards in the aviation industry and was effective from 25 February 1999.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 107, under the Civil Aviation Safety Authority's Schedule of Airworthiness Directives, addresses the safety of restraint equipment in aircraft. The directive pertains to all restraint systems manufactured by Aircraft Belts Inc. USA, mandating inspections and potentially replacements of buckle assemblies to ensure proper functioning of the locking mechanisms. The regulation applies to all identified model numbers of restraint systems produced by the specified manufacturer and requires that inspections be conducted either by the pilot or the owner, with compliance to be certified appropriately. The directive excludes no models and demands full compliance by specific dates, with inspections to be carried out prior to these effective dates to ensure airworthiness and passenger safety. The directive is enforceable across the Commonwealth of Australia, and its application extends through subordinate instruments as necessary.
Key Provisions
The Civil Aviation Regulations 1998, specifically under PART 39 - 107, mandate inspections and replacements for certain Aircraft Belts Inc. USA. restraint systems to ensure airworthiness. Section 107 requires the inspection of the identification label to determine the model number of the restraint system, as specified in AD/RES/32. For specific models listed in the directive, such as CS, CT, FM, and others, the locking mechanism of the buckle assembly must be visually inspected to ensure it engages properly. This inspection involves fully opening the lift lever until it stops, allowing the spring to close the lever, and then examining the slot in the bottom of the buckle to verify the locking mechanism is seated correctly. If the locking mechanism does not seat properly, the restraint must be replaced.
Compliance with these regulations is crucial. Operators must ensure that the inspections and any necessary replacements are carried out before specific deadlines. The initial compliance deadline is set for 25 March 1999, with a subsequent deadline of 25 May 1999 for applicable aircraft. The Airworthiness Directive becomes effective on 25 February 1999. The inspection process can be performed by the pilot or owner, and if compliant, this information can be certified in Column 2, Part 3 of the Maintenance Release. Failure to comply with these directives can lead to serious safety risks, as the restraint system could fail to secure the occupant during turbulence or landing, potentially resulting in injury.
Failure to adhere to the Airworthiness Directives outlined in the Civil Aviation Regulations can result in significant legal and safety consequences. Non-compliance with the inspection and replacement requirements can lead to regulatory actions against the aircraft operator or owner. The Civil Aviation Safety Authority (CASA) has the authority to issue penalties for violations of these regulations, which can include fines, suspension or revocation of airworthiness certificates, and potential criminal charges if the non-compliance results in an accident or serious incident. The exact penalties can vary depending on the severity of the breach and the circumstances surrounding it, but they can be substantial, reflecting the critical importance of adhering to safety directives in aviation.