Airworthiness Directives 2004 - Revocation and Remaking - BAe (BAC 167) Strikemaster Series Aeroplanes

Overview

The Airworthiness Directives 2004 (F2006B07733) were enacted to address the need for consistent and updated airworthiness regulations for specific aircraft models. This legislative instrument was created by David Alan Villiers, as a delegate of the Civil Aviation Safety Authority, exercising powers under subregulation 39.001 (1) of the Civil Aviation Safety Regulations 1998. The primary objective of this legislation is to ensure that the relevant airworthiness directives for the BAe (BAC 167) Strikemaster Series Aeroplanes are revoked and remade in their latest form, thereby maintaining safety standards and compliance with international aviation regulations. By re-making these directives, the legislation aims to provide clear and updated guidance to operators and maintainers of these aircraft, ensuring that any identified safety issues are addressed effectively.

Scope and Application

The Airworthiness Directives 2004, made by David Alan Villiers, a delegate of the Civil Aviation Safety Authority (CASA), primarily applies to the maintenance and operational standards of specific aircraft, namely the BAe (BAC 167) Strikemaster Series Aeroplanes. This legislation operates under subregulation 39.001 (1) of the Civil Aviation Safety Regulations 1998, thereby extending its reach to all entities involved in the operation, maintenance, and airworthiness certification of these aircraft, including airlines, maintenance organisations, and aircraft owners within the Commonwealth of Australia. This legislation revokes existing directives and re-makes them as separate instruments, ensuring that the latest safety standards and regulatory requirements are adhered to. The geographic and jurisdictional scope of this legislation is limited to the Commonwealth, with no explicit mention of exclusions or exemptions, thus applying uniformly across all relevant entities within the specified jurisdiction. The subordinate instruments, as detailed in Schedule 1, further delineate specific directives related to electrical cable loom chafing, control column cracking, flight limitations, and structural integrity of the port and starboard mainplane spar upper attachment lugs.

Key Provisions

The key operative sections of this legislative instrument (F2006B07733) involve the revocation and remaking of Airworthiness Directives (AD) that were previously issued under the Civil Aviation Safety Regulations 1998. Section 1(a) specifies the revocation of the Airworthiness Directives listed in Schedule 1, while section 1(b) mandates the remaking of these directives as separate instruments, ensuring that they are identical to the latest published editions. This action is taken by David Villiers, as a delegate of the Civil Aviation Safety Authority, under the authority granted by subregulation 39.001(1) of the Civil Aviation Safety Regulations 1998. The obligations and requirements imposed by this legislation on the parties or entities it governs are primarily related to the compliance with the newly remade Airworthiness Directives. Aircraft operators, maintenance organisations, and other relevant entities must ensure that their practices and procedures align with the specific directives that have been re-made. These directives contain critical safety instructions and requirements that must be followed to maintain the airworthiness of the aircraft in question. For instance, the directives may specify necessary inspections, repairs, or modifications to ensure the aircraft meet safety standards. The legislative instrument also outlines the consequences of non-compliance with the Airworthiness Directives. Any breach of these directives can lead to both civil and criminal penalties. For example, section 5 of the Civil Aviation Safety Regulations 1998 stipulates that failure to comply with an Airworthiness Directive can result in a civil penalty. The maximum penalty for an individual can be up to $165,294, while for a body corporate, the maximum penalty can be significantly higher, up to $826,470. In more severe cases, breaches that lead to unsafe conditions can also result in criminal charges under the Civil Aviation Act 1988, which can lead to imprisonment for individuals found guilty of offences related to non-compliance with airworthiness regulations.