COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
BAe (BAC 167) Strikemaster Series Aeroplanes
AD/STRIKEMASTER/3 Flight Limitations 12/96 DM
Applicability: BAe BAC 167 Strikemaster up to Mk90 which have exceeded 70 Fatigue Index (F.I.) Requirement: 1. Maximum positive ‘g’ as detailed in Pilot’s Notes Part 2 Chapter 1 paragraph 5,
and in the BAC Release Document, Section 6 (Manoeuvre Limitations) is
restricted to 4.0g.
2. Applicable aircraft may only fly for an additional 2 F.I. after the effective date of this Directive.
The limitations of this Directive may be lifted after compliance with inspections and/or modifications approved by British Aerospace.
Note: UK CAA MPD 1995-101 refers.
Compliance: Prior to further flight after 02 October 1996.
Background: British Aerospace have issued CFSI/Stikemaster/19 which advises operators of cases of cracks emanating from the bolt holes located in the inboard area of the port and starboard mainplane lower spar boom. This Directive applies limitations until appropriate approved action is taken to rectify, or control the problem.
Overview
The Civil Aviation Regulations 1998, enacted by the Australian Parliament, govern the safety and operational standards of civil aviation within Australia. This legislation, overseen by the Civil Aviation Safety Authority (CASA), aims to ensure that all civil aviation activities meet stringent safety requirements. One specific application of these regulations is seen in the Airworthiness Directives, such as AD/STRIKEMASTER/3, which addresses safety concerns for the BAe BAC 167 Strikemaster series aeroplanes. This directive was introduced to address the problem of fatigue-related cracks in the aircraft, particularly in the mainplane lower spar boom area. The policy objective behind such directives is to mitigate risks to flight safety by imposing specific flight limitations until corrective measures are implemented and approved by relevant authorities. The directive mandates restrictions on the maximum positive 'g' forces and limits the additional flight time based on a Fatigue Index, ensuring that the aircraft's operational capabilities are within safe parameters until the identified issues are resolved.
Scope and Application
The Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, specifically AD/STRIKEMASTER/3 concerning BAe BAC 167 Strikemaster aeroplanes, applies to all aircraft of the Strikemaster series up to Mk90 that have exceeded 70 Fatigue Index (F.I.). This directive is designed to address specific flight limitations that are critical for maintaining the safety of these aircraft. The regulations outlined in this directive are essential for the continued airworthiness of the affected aircraft and mandate compliance with certain operational restrictions until corrective measures are implemented. These measures include adherence to a maximum positive 'g' limit of 4.0g, as detailed in the Pilot’s Notes and the BAC Release Document, and restrict the aircraft from accumulating more than 2 F.I. after the effective date of this directive. Compliance with these limitations is mandatory before any further flight operations can occur following the directive's implementation date of 2 October 1996. The directive references UK Civil Aviation Authority (CAA) MPD 1995-101 and British Aerospace's CFSI/Stikemaster/19, which highlights issues with cracks in the mainplane lower spar boom. The application of this directive is intended to ensure the safety of the aircraft until appropriate inspections and modifications approved by British Aerospace are completed.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39 - 105 (Schedule of Airworthiness Directives), includes the BAe (BAC 167) Strikemaster Series Aeroplanes AD/STRIKEMASTER/3 concerning flight limitations (Section 12/96). This directive applies to BAe BAC 167 Strikemaster aircraft up to Mark 90 that have exceeded 70 Fatigue Index (F.I.). It mandates specific operational restrictions on these aircraft to ensure safety and operational integrity.
The key requirements under this directive are the restriction of maximum positive ‘g’ to 4.0g as specified in the Pilot’s Notes Part 2 Chapter 1 paragraph 5 and in the BAC Release Document, Section 6 (Manoeuvre Limitations). Furthermore, the directive allows these aircraft to fly for only an additional 2 F.I. after the directive's effective date. These limitations are intended to control and mitigate the risk of structural failure, particularly in relation to cracks emanating from the bolt holes in the inboard area of the port and starboard mainplane lower spar boom, as noted in British Aerospace's CFSI/Stikemaster/19.
Operators of these aircraft are required to comply with the provisions of this directive. This includes ensuring that their aircraft do not exceed the specified 4.0g limit and that they adhere to the additional 2 F.I. restriction. Compliance must be achieved prior to any further flight after the directive's effective date of 02 October 1996. Compliance may involve inspections and/or modifications that must be approved by British Aerospace, as referenced in the UK CAA MPD 1995-101.
Failure to comply with the requirements of AD/STRIKEMASTER/3 could result in severe legal and operational consequences. Although specific penalties are not detailed within the directive, breaches of the Civil Aviation Regulations can generally lead to significant civil or criminal penalties. These may include fines, aircraft grounding, and potential criminal charges against responsible individuals, depending on the severity and intent behind the breach. The exact penalties would be determined by the Civil Aviation Safety Authority (CASA) in accordance with the broader legislative framework governing aviation safety in Australia.