Airworthiness Directives 2004 - Revocation and Remaking - De Havilland DHC-1 (Chipmunk) Series Aeroplanes

Overview

The Airworthiness Directives 2004 is a legislative instrument issued by David Alan Villiers, acting as a delegate of the Civil Aviation Safety Authority (CASA), under subregulation 39.001(1) of the Civil Aviation Safety Regulations 1998. The purpose of this instrument is to revoke certain existing airworthiness directives pertaining to De Havilland DHC-1 (Chipmunk) Series Aeroplanes and to simultaneously re-make them as separate instruments. This re-making ensures that the directives are updated and presented in the exact form as they appear in the latest published edition, thereby maintaining consistency and clarity in the regulatory requirements for the maintenance and airworthiness of these aircraft.

Scope and Application

The Airworthiness Directives 2004, made by David Alan Villiers, a delegate of the Civil Aviation Safety Authority, under subregulation 39.001(1) of the Civil Aviation Safety Regulations 1998, revokes specific Airworthiness Directives concerning De Havilland DHC-1 (Chipmunk) series aeroplanes and remakes them as separate instruments, each appearing in exactly the same form as the latest published edition. This legislative instrument applies to the operators and owners of De Havilland DHC-1 series aeroplanes within Australian airspace. The directives pertain to specific modifications, inspections, and replacements that must be adhered to in order to maintain the airworthiness of these aircraft. The scope of the Act encompasses a detailed list of technical requirements and specifications, ensuring the safety and compliance of the aircraft involved. The application of these directives is nationally governed under Australian jurisdiction, with no specific exclusions or thresholds noted in the primary text, although subordinate instruments may provide further clarification or additional conditions.

Key Provisions

The main operative sections of the Airworthiness Directives 2004 (F2006B07825) involve the revocation of certain Airworthiness Directives for De Havilland DHC-1 (Chipmunk) Series Aeroplanes and the re-making of these directives as separate instruments. This is outlined in the legislative instrument issued by David Alan Villiers, the delegate of the Civil Aviation Safety Authority (CASA) under subregulation 39.001(1) of the Civil Aviation Safety Regulations 1998. Specifically, section 3 of the instrument revokes the listed Airworthiness Directives (ADs) and section 4 re-makes these directives with identical content to the latest published editions. This process ensures that the regulatory framework remains up to date and reflective of current safety standards. The obligations imposed by this Act on the parties or entities it governs primarily involve compliance with the re-made Airworthiness Directives. Operators and owners of De Havilland DHC-1 (Chipmunk) Series Aeroplanes must adhere to the specific maintenance, inspection, and modification requirements outlined in the ADs. These directives cover a wide range of components, including the engine mount, fuel system, undercarriage, and various structural elements of the aircraft. Failure to comply with these directives could lead to the aircraft being deemed unairworthy, potentially resulting in grounding and further regulatory action. There are significant consequences for breach of the provisions outlined in the Airworthiness Directives 2004. Under the Civil Aviation Safety Regulations 1998, non-compliance with an Airworthiness Directive can result in substantial penalties. For example, under regulation 21.200 of the Civil Aviation Order 1988, an individual can face a fine of up to 200 penalty units, which as of 2024, equates to approximately AUD 42,500. For corporations, the fines can be much higher, potentially reaching up to 1,000 penalty units, or approximately AUD 212,500. Additionally, persistent non-compliance or serious breaches can lead to more severe consequences, including the suspension or revocation of the aircraft's certificate of airworthiness, which would render the aircraft inoperable until all compliance issues are resolved.