According to the Federal Aviation Administration (2002), the Aging Aircraft Safety Act (AASA) of 1991 was officially enacted by congress in October of 1991.
According to the Federal Aviation Administration (2002), the Aging Aircraft Safety Act (AASA) of 1991 was officially enacted by congress in October of 1991. Concerns regarding the age of aircraft were brought to the attention of the AASA in the wake of an accident in 1988 that involved a Boeing 737. After going through a significant number of pressurization cycles, the airplane suffered a catastrophic structural breakdown that led to explosive decompression because of the pressure buildup. The Administrator was ordered by to initiate a rulemaking action for the purpose of producing a rule to secure the continuous airworthiness of aged aircraft in accordance with Section 402 of the AASA. It is recommended that inspections and record checks be performed as part of each heavy maintenance check (HMC) of the aircraft. Hence, the main purpose of the aging aircraft program was to ensure aircraft that are nearing the end of the life cycle stated by the manufacturer is to be checked and ensuring that the aircraft is fit to fly without accident. According to Federal Aviation Administration (200?), damage tolerance-based inspections for repairs to the fuselage pressure boundary structure (fuselage skin, door skin, and bulkhead webs) must be incorporated into the operator’s maintenance and/or inspection program in accordance with the requirements of section 121.110? (previously designated as section 121.370). RAP is a program that does this. According to Federal Aviation Administration (2013), the older aircraft that they have identified such as the A300, 3727, 8707/720, D010, a total of 11 aircraft were identified by the FAA, were to have a check on the damage tolerance of the fuselage skin, door skin, and bulkhead webs. This must follow the repair assessment guidelines given. According to Sofema (2021), the repair assessment guideline’s purpose is to assure the structural integrity of all relevant repaired meets the safety level provided. It is to ensure that all repairs to the structure would not contribute to the potential fatigue experienced by the structure The European Commission made this regulation public on August 6, 2020, with their announcement. It addresses safety issues that are connected to structural breakdowns of big aircraft as part of this program. Some of the dangers include things like wear and tear, widespread fatigue damage (WFD), corrosion, the wear and tear that comes with adjustments, repairs, and continuing to operate with hazardous levels of fatigue cracking (European Union Aviation Safety Agency, n.d.). To fulfil the requirements of the aging aircraft structure rule, manufacturers are required to compile information that will be of assistance in the ongoing structural integrity operations that are directed toward certain types of aircraft. In addition, the operators of the aircraft are required to continually evaluate their maintenance schedule to ensure that it incorporates the aforementioned information to account for the effects of the changes and amendments.
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