COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Eurocopter AS 332 (Super Puma) Series Helicopters
AD/S-PUMA/24
Amdt 1
Intermediate Gearbox Front Stirrup 2/98
Applicability: All model AS 332 helicopters version C, C1, L, L1 and L2 not incorporating Modification 0761049 or 0761050 and fitted with intermediate gearbox (IGB) P/N 332A35-0002, all dash numbers, P/N 332A35-0010, all dash numbers, and P/N 332A35-0011-01.
Requirement: 1. Until compliance has been assured in accordance with Requirement 2 of this Directive, visually inspect the stirrup forward lugs for cracks as described in paragraph 2B(1) of Eurocopter Mandatory SB 01-00-47 Revision 1 dated September 10, 1997. Perform dye penetrant inspection if crack indications are present. Replace IGB if cracks are confirmed.
2. Check conformity of the IGB to structure attachment as described in paragraph 2B(2), 2B (2)(2.1) or 2B(2.1.2.b), as applicable, of the Requirement document.
3. Check conformity of the attachment hardware in accordance with paragraph 2B(2) of the requirement document.
Note: DGAC AD 96-263-060(AB)R1 and DGAC AD 96-262-004(AB)R1 refer.
Compliance: 1. Daily during the after last flight inspection.
2. a. Unless previously carried out, within 500 hours time in service from 30 January 1997.
2. b. If previously carried out, within 100 hours time in service from the effective date of this directive.
3. Before installation of a spare IGB.
This amendment becomes effective on 29 January 1998.
Background: The manufacturer has advised that cracking in the front stirrup mount of the intermediate gearbox has been found. A conformity check of the IGB is required.
This amendment is issued to exempt those helicopters which have modification 0761049 or 0761050 incorporated.
The original issue of this airworthiness directive became effective on 30 January 1997.
Overview
The Civil Aviation Regulations 1998, enacted by the Australian Parliament, govern the safety and operational standards of civil aviation in Australia. Part 39 of these regulations addresses airworthiness directives, which are legally enforceable orders that mandate corrective actions to ensure the continuing airworthiness of aircraft. The directive in question, AD/S-PUMA/24 Amendment 1, specifically targets the Eurocopter AS 332 (Super Puma) series helicopters to address the problem of cracking in the intermediate gearbox front stirrup. This directive was introduced to enhance safety by requiring inspections and necessary repairs to prevent potential failures that could lead to catastrophic outcomes. The objective is to ensure that these helicopters maintain their airworthiness through regular and specified inspections and repairs, thereby safeguarding the integrity of flight operations.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, issued by the Civil Aviation Safety Authority, addresses the airworthiness directives concerning the Eurocopter AS 332 (Super Puma) Series helicopters. This directive, AD/S-PUMA/24 Amendment 1, applies to all model AS 332 helicopters version C, C1, L, L1 and L2 that are not equipped with modifications 0761049 or 0761050 and are fitted with certain intermediate gearbox parts. The directive mandates a series of inspections and checks to ensure compliance with safety standards, including visual inspections for cracks, dye penetrant inspections if necessary, and replacement of the intermediate gearbox if cracks are confirmed. Additionally, it requires conformity checks of the gearbox structure and attachment hardware. These requirements must be met within specific timeframes, either within 500 hours of time in service from the initial directive date or within 100 hours if previously checked, and before the installation of any spare intermediate gearbox. The directive became effective on 29 January 1998, and it extends to all helicopters meeting the specified criteria, irrespective of their location within Australia.
Key Provisions
The Civil Aviation Regulations 1998, particularly under Part 39 - 105, mandates specific requirements for the maintenance and operation of certain Eurocopter AS 332 (Super Puma) Series Helicopters, through the Schedule of Airworthiness Directives (AD/S-PUMA/24). Section 1 of this directive applies to all AS 332 helicopters versions C, C1, L, L1, and L2 that have not incorporated Modification 0761049 or 0761050 and are fitted with specific intermediate gearbox (IGB) parts. The main requirements (section 1) include a visual inspection of the stirrup forward lugs for cracks, followed by a dye penetrant inspection if any cracks are found, and replacement of the IGB if cracks are confirmed. Additionally, the directive mandates checking the conformity of the IGB to its structure attachment and the conformity of the attachment hardware, as per specific paragraphs in the Requirement document.
The obligations imposed on the parties governed by this Act include conducting these inspections and checks meticulously. Operators and maintenance personnel must ensure that the daily inspections are performed after the last flight (section 2). Furthermore, specific intervals for these inspections are prescribed: the initial inspection must occur within 500 hours from 30 January 1997, unless already performed. Subsequent inspections must occur every 100 hours from the effective date of this directive (section 2.b). These checks must also be performed before the installation of any spare IGB (section 3). Compliance with these directives is crucial to maintaining the airworthiness of the helicopters involved.
Failure to comply with the requirements of this airworthiness directive can lead to significant consequences. While the specific Civil Aviation Regulations do not detail penalties within this legislative instrument, non-compliance with airworthiness directives generally results in potential safety risks, which could lead to severe civil and criminal liabilities. Civil penalties might include fines, and criminal penalties could range from substantial fines to imprisonment, depending on the severity of the breach and its impact on aviation safety. The onus is on the operators and maintenance personnel to adhere strictly to these directives to avoid any legal repercussions.